CEN20TA030

The pilot was conducting takeoffs and landings in the gyroplane when the airplane encountered windshear just above the runway during landing. The gyroplane veered right, touched down in the grass, became airborne, then impacted terrain, resulting in substantial damage. Another pilot reported that he also experienced windshear during the landing approach and saw that the pilot of the accident aircraft "appeared to be struggling to maintain control." The accident pilot reported that he had not flown the aircraft "in a while" and that the gusting wind conditions were the primary factor that resulted in his loss of control. Recorded wind conditions about the time of the accident included wind at 13 knots with gusts to 17 knots.

On December 7, 2019, about 1355 central daylight time, a Rotary RAF 2000 rotorcraft-gyrocopter, N47EB, impacted terrain at the Millard Airport, Omaha, Nebraska. The pilot, sole occupant, received serious injuries, and the gyrocopter sustained substantial damage. The gyrocopter was operated by and registered to a private individual under the provisions of Title 14 Code of Federal Regulations Part 91 as a personal flight. Day visual meteorological conditions prevailed for the flight. The responding Federal Aviation Administration inspector reported that the gyrocopter had impacted terrain near the parallel taxiway and came to rest on its side. A review of security camera video revealed the gyrocopter approached runway 12, then veered right towards the taxiway and a building, before gaining altitude. The gyrocopter then descended before making several oscillations in altitude above the taxiway. The gyrocopter impacted terrain next to the taxiway and rolled over several times before coming to a stop. In an interview with the FAA inspector, the pilot reported that he hadn't flown the gyrocopter in a while and planned on practicing takeoff and landings. The pilot stated he felt a "windshear" just above the runway, the aircraft then veered to the right, past the runway threshold. He was unable to regain directional control and the aircraft headed toward the taxiway, touched down in the grass median, then became airborne before crossing the taxiway. He added the aircraft then climbed toward the T-hangar area before he was able to regain directional control. He stated that he attempted to touch down again along the taxiway but was unsuccessful, and the aircraft became briefly airborne. He reported that he directed the aircraft toward the ground and caused the aircraft to roll right. The pilot stated that he thought the gusty wind conditions were the primary factor causing him to lose directional control, and there were no pre-impact mechanical problems with the aircraft. Several witnesses saw the accident. One witness, a flight instructor reported that he also experienced "windshear," while on approach to the runway. The instructor also stated that the rotorcraft pilot "appeared to be struggling to maintain control". A review of the wind conditions about the time of the accident revealed that the automated weather station recorded; wind from 190° at 13 knots gusting to 17 knots. A review of FAA records noted the accident pilot held a private certificate with rating for airplane, single-engine land. There was no record of him holding a rotorcraft-gyroplane rating. The pilot reported that he had about 231 hours of rotorcraft flight time. The accident aircraft was a Rotary RAF 2000 gyroplane, built from a kit, and was certified in the Experimental – Amateur Built category. The aircraft's operating limitations were dated December 15, 1997. The pilot reported that the annual inspection had been completed Thanksgiving week, but not logged. The gyrocopter wasnot equipped with a horizontal stabilizer, and a review of the maintenance records for the gyrocopter revealed the aircraft had accumulated a total of 232.1 hours. The United Kingdom's Civil Aircraft Authority conducted a test on the RAF 2000 gyrocopter and identified a potential issue when operating in turbulent or gusty wind conditions and issued MPD (Mandatory Permit Directive) 2003-001, with subsequent superseding MPD's.