ERA24LA153

The gyroplane was unable to maintain sufficient airspeed and altitude after takeoff, so the pilot attempted to “land like a helicopter” on a side road. While maneuvering to land, the wind blew the gyroplane backward and the tail section impacted a concrete fence. The gyroplane came to rest on its side and sustained substantial damage to the fuselage and empennage. The pilot reported the winds were variable at 10 knots. Postaccident examination of the engine and airframe did not reveal evidence of any mechanical failures or malfunctions that would have precluded normal operation. Although the calculated relative humidity showed the possibility of carburetor icing at low power setting, the pilot had only operated the gyroplane for about six minutes before taking off, which likely was not a sufficient amount of time for carburetor icing to form. It is likely that shifting winds resulted in a tailwind during the takeoff, and the gyroplane did not have sufficient airspeed at liftoff to maintain flight.

On March 24, 2024, about 1410 eastern daylight time, an experimental amateur-built MTO Sport gryoplane, N291AG, was substantially damaged when it was involved in an accident near Tavernier, Florida. The pilot and passenger sustained minor injuries. The gyroplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. The pilot stated that he performed an engine run-up with no anomalies at Tavernaero Park Airport (FA81), Tavernier, Florida. About six minutes after engine start up, shortly after takeoff, the pilot noted that the gyroplane was unable to maintain sufficient airspeed and altitude. With little runway remaining, the pilot turned the gyroplane left to “land like a helicopter” on a side road; however, the wind blew the gyroplane backward and the tail section impacted a concrete wall. The gyroplane flipped onto its side and sustained substantial damage to the fuselage and empennage. The pilot initially reported to a Federal Aviation Administration inspector that there were no issues with the engine power and stated that he just did not have enough airspeed at liftoff and the wind might have shifted to a tail wind. Subsequently, the pilot stated that he believed that engine stopped producing power shortly after takeoff. The airframe and engine were examined after the accident and the throttle and choke control were continuous from the cockpit to both carburetors. The airframe fuel system remained intact, and no loose or broken fuel lines were observed. Fuel recovered from both carburetor bowls was consistent with automotive gasoline with no water or debris contamination observed. The electrically driven fuel pumps operated normally. Compression and suction were achieved on all cylinders, and borescope examination of the cylinders revealed no anomalies. The examination of the engine and airframe did not reveal evidence of any mechanical failures or malfunctions that would have precluded normal operation. At 1353, the weather reported at The Florida Keys Marathon International Airport (MTH), Marathon, Florida, about 33 nautical miles west of the accident site, included a temperature of 75.2°F and a dew point of 62.6°F. The calculated relative humidity at this temperature and dewpoint was about 65%. The pilot reported the local wind was variable at 10 knots.