# NTSB WPR18LA190: Autogyro Calidus, N623AG, Tacoma, WA, July 7, 2018 - Type: NTSB accident investigation - Classification: Accident · Minor injuries · Limited investigation · Final report - Date: July 7, 2018, 13:00 local (20:00 UTC) - Place: Tacoma, WA - Coordinates: 47.272499, -122.576667 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=47.2725&lon=-122.5767&mi=10 - Phase of flight: [Takeoff](https://openairdocs.org/ntsb-phases/300) (OpenAirDocs' grouping) - Defining event: [Takeoff: Loss of control in flight](https://openairdocs.org/ntsb-events/240) - Highest injury: Minor injuries - Injuries: 2 minor - Status: Completed, report April 30, 2019 - Report: Approved by Office Director - NTSB office: Western Pacific Region - Parties: Seattle FSDO - NTSB case key (mKey): 97730 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=WPR18LA190 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/97730/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=97730 - Page: https://openairdocs.org/ntsb/WPR18LA190 ## Probable cause The pilot's failure to properly configure the gyrocopter for takeoff, which resulted in it developing high speed and led to a subsequent loss of control. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Performance/control parameters: configuration](https://openairdocs.org/ntsb-findings/01062017): Aircraft › Aircraft oper/perf/capability · Incorrect use/operation (probable cause); cases with it: [Autogyro USA CALIDUS, 1 case](https://openairdocs.org/ntsb-findings/01062017/cases.md?model=1200700), [All aircraft, 80 cases](https://openairdocs.org/ntsb-findings/01062017/cases.md) - [Use of equip/info: aircraft control](https://openairdocs.org/ntsb-findings/02063040): Personnel issues › Task performance · Pilot (probable cause); cases with it: [Autogyro USA CALIDUS, 1 case](https://openairdocs.org/ntsb-findings/02063040/cases.md?model=1200700), [All aircraft, 9,295 cases](https://openairdocs.org/ntsb-findings/02063040/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Takeoff: Miscellaneous/other](https://openairdocs.org/ntsb-events/900); cases with it: [Autogyro USA CALIDUS, 1 case](https://openairdocs.org/ntsb-events/900/sequence.md?model=1200700), [All aircraft, 1,556 cases](https://openairdocs.org/ntsb-events/900/sequence.md) - [Takeoff: Loss of control in flight](https://openairdocs.org/ntsb-events/240) (defining event); cases with it: [Autogyro USA CALIDUS, 1 case](https://openairdocs.org/ntsb-events/240/sequence.md?model=1200700), [All aircraft, 5,002 cases](https://openairdocs.org/ntsb-events/240/sequence.md) - [Uncontrolled descent: Collision with terr/obj (non-CFIT) ](https://openairdocs.org/ntsb-events/470); cases with it: [Autogyro USA CALIDUS, 1 case](https://openairdocs.org/ntsb-events/470/sequence.md?model=1200700), [All aircraft, 10,189 cases](https://openairdocs.org/ntsb-events/470/sequence.md) ## Analysis While preparing for takeoff in the gyrocopter, the commercial pilot had difficulty getting the prerotator to engage with the rotor ring gear, so he aborted the takeoff attempt. He then taxied off the runway to a run-up area and successfully engaged the prerotator to the rotor ring gear. The pilot then taxied onto the runway, and the rotor reached 200 rpm, after which he began the second takeoff attempt. The pilot stated that he recalled pulling the control stick aft while the gyrocopter was accelerating down the runway. Subsequently, the gyrocopter suddenly began climbing and shaking violently. The pilot then lost control of the gyrocopter, and it descended, struck the runway, skidded about 100 ft, exited the left side of the runway, and then came to rest on its left side. A witness reported that the gyrocopter began the takeoff roll with the rotor level with the runway. During an interview with the flight instructor who trained the pilot in the gyrocopter, she stated that, when engaging the prerotator for takeoff, it is essential to keep the control stick fully forward to protect the airframe from the slow-spinning rotor. A fully forward control stick would place the rotor level with the ground, as described by the witness. The rotor then needs to achieve 200 rpm, followed by the control stick being moved fully aft for the takeoff roll, tilting the rotor. Further, the Airplane Owner's Manual contained a warning stating that "Prior to releasing the wheel brake, make sure that the control stick is fully aft…A takeoff run with a flat rotor system may have fatal consequences." Given the pilot and witness statements and that the gyrocopter skidded 100 ft after impacting the runway, it is likely that the pilot did not pull the control stick fully aft after prerotating the rotor to 200 rpm and conducted the second takeoff attempt with the control stick not fully aft and with the rotor level with the ground. The pilot’s failure to properly configure the gyrocopter for takeoff resulted in it developing high speed during the takeoff roll and the subsequent loss of control. ## Factual narrative On July 7, 2018, about 1300 Pacific daylight time an Autogyro, Calidus, gyrocopter, N623AG, struck the runway shortly after takeoff at the Tacoma Narrows airport (TIW), Tacoma, Washington. The commercial pilot and the passenger received minor injuries. The gyrocopter received substantial damage to the rotor system, and fuselage. The gyrocopter was registered to and operated by the pilot under the provisions of Title 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed, and no flight plan was filed. The local flight was originating at the time of the accident. The pilot stated he had received clearance from the tower for takeoff on runway 17. He taxied onto the runway and reported to the tower he would need about 30 seconds to be ready for takeoff. While on the runway he had difficulty getting the pre-rotator to engage with the rotor ring gear. The pilot said that the tower controller transmitted to him and stated, "that sure is a long 30 seconds." The pilot cancelled his takeoff clearance and taxied off the runway to a run up area where he successfully engaged the pre-rotator to the rotor ring gear. He then requested and received clearance from the tower controller to depart from runway 17. He taxied onto the runway, achieved 200 RPM on the rotor and began his takeoff roll. The pilot stated that he recalled pulling the control stick aft while the gyrocopter was accelerating down the runway. During the takeoff roll the gyrocopter suddenly became airborne, began shaking violently, descended, and struck the runway where it then skidded approximately 100 ft, exited the left side of the runway and came to rest on its left side. The pilot and passenger egressed with the help of witnesses. According to a witness, the gyrocopter began the takeoff roll with the rotor parallel with the runway. He observed the rotor tilt back to what appeared to be a 45° angle. The gyrocopter then climbed, rolled onto its side, struck the ground, then slid off the runway. In an interview with the pilot's flight instructor, who trained the pilot in the gyrocopter, she explained the proper sequence of events for getting the gyrocopter ready for takeoff. She stated when engaging the pre-rotator, it is essential to keep the control stick fully forward to protect the airframe from the slow spinning rotor. A fully forward control stick would place the rotor level to the ground. The rotor needs the 200 RPM to protect the fuselage when the control stick is then moved fully aft for the takeoff roll. She explained that beginning the takeoff roll with a level rotor would allow the gyrocopter to accelerate quickly and build undesirable speed. Any attempt to then bring the control stick back, which tilts the rotor aft, would cause the gyrocopter to go straight up. She stated pilots may forget to pull the control stick fully aft after pre-rotating the rotor to 200 RPM. This creates the potential for takeoff rolls with the control sticknot fully aft and the rotor level with the ground. A review of the Owner's Manual revealed a warning that states "Prior to releasing the wheel brake, make sure that the control stick is fully aft, if headwind components allows. A takeoff run with a flat rotor system may have fatal consequences." During an examination of the gyrocopter, after the accident, it was observed the aft seat had a control stick installed. The Owner's Manual states "the aft control stick must be removed unless the passenger seat is occupied by a qualified flight instructor". ## Aircraft - Registration: [N623AG](https://openairdocs.org/deregistered/N623AG-2019-11-08), registration cancelled 2019-11-08, S/N US-C00491, built 2017 (OpenAirDocs) - Reported make and model: Autogyro CALIDUS (No Series) - Registry model: [Autogyro USA CALIDUS](https://openairdocs.org/model/autogyro-usa-calidus) (registry code 1200700) (OpenAirDocs) - Registry engine: [Rotax 914UL](https://openairdocs.org/engine/rotax-914ul) (registry code 55553, 4 cycle) (OpenAirDocs) - Category: Gyroplane - Serial number: US-C00491 - Year built: 2017 - Airframe hours: 56 - Engines: Rotax 914 UL2-01 115 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Airworthiness certificate: Standard, Normal - Last inspection: 100 hour, June 1, 2018, 31 hours before - Departed: KTIW, Tacoma, WA - Destination: KTIW, Tacoma, WA - Airport: TIW, Tacoma Narrows, runway 17, 5,002 × 100 ft, asphalt ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 56; injuries: minor; private, sport pilot, commercial; airplane ratings: single-engine land, single-engine sea; instrument ratings: airplane; medical: class 2, with waivers/limitations; last flight review September 28, 2016; seat: front; restraint: 4-point; flight hours: 682 total, 32 in this make and model, 569 as pilot in command, 24 in the last 90 days, 16 in the last 30 days ## Weather - Conditions: Visual (VMC), Day - Wind: 270° at 6 knots - Visibility: 10 statute miles - Lowest ceiling: 6,000 ft broken - Temperature: 66 °F, dew point 54 °F - Altimeter: 30.21 inHg - Turbulence: Severe - Observed at: KTIW ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 20180707009259A](https://openairdocs.org/incident/20180707009259A), Jul 7, 2018: Autogyro USA LLC CALIDUS, Tacoma, WA, Substantial damage. Based on the pilot?s statement, the Autogyro (gyroplane) was attempting to takeoff from runway 17 but was unable to engage the rotor disc pre-rotator. The… ## Docket (5 files) The files NTSB released with the investigation on February 8, 2019, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=97730. 2.4 MB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 591 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40470203&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Master.PDF - Pilot's Statement (item 2, .PDF, 181 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40470204&FileExtension=.PDF&FileName=Pilot%27s%20Statement-Master.PDF - Witness Statements (item 3, .PDF, 185 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40470205&FileExtension=.PDF&FileName=Witness%20Statements-Master.PDF - POH Excerpt - Warning About Attempting to Takeoff With a Flat Rotor (item 4, .PDF, 193 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40470206&FileExtension=.PDF&FileName=POH%20Excerpt%20-%20Warning%20About%20Attempting%20to%20Takeoff%20With%20a%20Flat%20Rotor-Master.PDF - Photos (item 5, .PDF, 3 photos, 1.3 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40470207&FileExtension=.PDF&FileName=Photos-Master.PDF From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.