SEA02LA142

The pilot of the RAF 2000 gyroplane was executing a landing to runway 25 at a small airport with strong gusty winds out of the north. As the gyroplane was slowing, and about six feet above ground, a gust of wind rapidly rolled the aircraft left about its longitudinal axis and the rotor disk struck the runway surface. The aircraft then impacted terrain and came to rest damaging the rotor assembly and pylon. The pilot reported that he should have been lower (4 feet above ground vice 6 feet) and should have given himself a longer final in order to have more time to set up for the crosswind conditions.

On August 2, 2002, approximately 1930 Pacific daylight time, a homebuilt Kaminski RAF 2000 gyroplane, N73GK, registered to and operated/flown by a private pilot sustained substantial damage during landing when the main rotor blade impacted the runway following a loss of control on landing at the Chehalem Airpark, Newberg, Oregon. The pilot incurred minor injuries. Visual meteorological conditions existed and no flight plan had been filed. The flight, which was personal, was operated under 14 CFR 91, and originated from the accident airport approximately one hour earlier.

In a telephone interview the pilot reported that he was landing on runway 25 at Chehalem Airpark and had decelerated to about five miles per hour. He had acquired wind information from McMinnville, Oregon, radio prior to his landing and was aware that the winds were out of the north at 12 knots. He also noted the windsock was oriented 90 degrees to the runway and swinging back and forth approximately 20 degrees. As the gyroplane was slowing, and about six feet above ground, a gust of wind rapidly rolled the aircraft left about its longitudinal axis and the rotor disk struck the runway surface. The aircraft then impacted terrain and came to rest damaging the rotor assembly and pylon (refer to graphic image I).

The pilot reported that he "...should have been lower (4 f[ee]t)..." rather than 6 feet and recommended a longer final in order to have more time to set up for the crosswind conditions (refer to attached NTSB Form 6120.1/2).