ERA09LA544

The pilot stated that the gyroplane took off about 1,200 feet from the departure end of runway 15 and experienced a "loss of lift" when it was approximately 30 feet above the ground. The pilot "lowered the nose to increase airspeed to increase lift," but the gyroplane continued to descend. With no runway available, the gyroplane landed "flat" into a lake, and after exiting the pilot and passenger swam to shore. No preaccident mechanical anomalies were noted with the gyroplane, which was about 90 pounds below maximum gross weight at takeoff. Winds were from 190 degrees true at 5 knots, and temperature at the time was 32 degrees C. The extent to which the combination of high gross weight and high ambient temperature may have affected the flight was not determined.

On September 25, 2009, about 1330 eastern daylight time, an experimental light sport Celier Aviation Xenon RST Gyroplane, N4462J, registered to SRJ Aviation LLC, forced landed in a lake shortly after takeoff from Raven’s Run Airport (SC65), Mount Pleasant, South Carolina. Visual meteorological conditions prevailed at the time, and no flight plan was filed for the local 14 Code of Federal Regulations (CFR) Part 91 flight. The gyroplane was substantially damaged, and the private certificated pilot and one passenger were not injured. The pilot stated that he performed a preflight inspection of the gyroplane, taking the time to show the passenger, a potential purchaser, what he was inspecting and why it was important. He allowed the engine to warm up, then taxied it to the runway and performed an engine run-up. No discrepancies were noted. He then taxied it onto the runway for an intended flight to remain in the traffic pattern. He taxied to the approach end of runway 15 and completed the normal pre-rotation of the main rotor and began the takeoff roll. Approximately 1,200 feet before the departure end of the runway he began a normal liftoff. When the flight was approximately 30 feet above ground level (agl), which was also just above the height of the tree tops, the pilot “…noticed a loss of lift….” He "lowered the nose to increase airspeed to increase lift," but the gyroplane continued to descend. With no runway available, the pilot “ended up landing flat into the water.” He and his passenger exited the gyroplane and swam to shore. The passenger stated that the accident flight was his first in the gyroplane, which had dual flight controls installed. The pilot performed a preflight inspection of the gyroplane to include pointing items out to him. The fuel tanks were checked for water by opening of a drain valve and letting approximately 1 cc of fuel drain onto the ground. The pilot asked him if he saw any bubbles in the drained automotive fuel, and he told the pilot he didn't see any, but really wasn't looking for them. Following the preflight inspection, the passenger sat in the right seat and donned the seatbelt and shoulder harness. The pilot locked the door, and turned on the pre-rotator, then engaged the propeller. The pilot initiated the takeoff and the gyroplane climbed above trees and houses then reportedly, “dropped like a rock into a pond.” The gyroplane came to rest upright, and both evacuated and swam to shore. Immediately following the accident, the pilot stated that the, "…aircraft was not climbing as he expected." The passenger was asked if he heard a change in the engine sound and he said he did not perceive a change. Following recovery of the gyroplane, it was transported to a location in another state. According to the individual who had possession of the gyroplane and who was formerly the U.S. distributor, water was flushed from the fuel system and engine. The impact-damaged propeller was removed and replaced, and the engine wasstarted and operated to 5,800 rpm (full static red line). No engine anomalies were noted during the engine run. According to the pilot, the gyroplane was about 90 pounds under maximum gross weight. Calculations indicated that the gyroplane was within weight and balance at the time of the accident. The performance section of the gyroplane's flight manual revealed that, on a standard day, takeoff distance was 190 feet, and takeoff distance over a 50 foot obstacle was 377 feet. The flight manual did not have figures for other than standard conditions. Surface observations recorded at Charleston Air Force Base/ International Airport (CHS), Chareleston, South Carolina, about 12 miles to the west, at 1356, included winds from 190 degrees true at 5 knots, visibility 10 statute miles, and scattered clouds at 3,000 feet. The temperature and dew point were 32 and 21 degrees Celsius, respectively, and the altimeter setting was 30.05 inches of mercury.