History of Flight
On April 3, 2010, at about 1730 Atlantic standard time, an experimental amateur-built Edison HA-2 Sportster gyrocraft, registration N764EL, crashed into an open field approximately 0.4 nautical mile southwest of Humacao Airport (X63), Humacao, Puerto Rico. Visual meteorological conditions prevailed, and no flight plan was filed for the 14 CFR Part 91 personal local flight from X63. The gyrocraft sustained substantial damage, and the student pilot, the sole occupant, was killed. The flight had originated about one minute earlier.
A witness reported that the pilot arrived at X63 at about 1530 with the gyrocraft on a trailer, inspected it, and installed the main rotor blades. The witness then observed a preflight inspection. The pilot donned a helmet, started the engine, and taxied to runway 28. The witness reported that the gyrocraft crow-hopped—became airborne momentarily—then landed and returned to the ramp. The pilot secured the engine and informed the witness of a problem with the main rotor blade. The witness observed the pilot remove the blades, adjust them, and reinstall them with assistance from two individuals. The pilot restarted the engine, taxied to runway 28, and began the takeoff roll. The witness thought the pilot would crow-hop again, but the flight continued climbing to between 50 and 100 feet. About 15 seconds later, the witness observed the gyrocraft bank left and begin losing altitude. After turning 180 degrees, it continued losing altitude and impacted the ground.
Another witness, a gyrocraft pilot with 500 hours, reported that after the first short flight, the pilot adjusted the lead-lag of the main rotor blades. Following the adjustment, he observed the pilot taxi to runway 28 and begin takeoff. The gyrocraft became airborne near the runway midpoint, climbed to about 50 feet, then leveled off. It continued flying over the runway at an estimated altitude of 100 feet past the departure end. The witness perceived the engine was running smooth but not at full power—about 50 percent power based on sound. The gyrocraft banked "hard left" and began sinking, with a 45-degree nose-low attitude. The engine sound remained unchanged from takeoff to impact.
Personnel Information
The pilot, aged 43, held a third-class student pilot medical certificate issued February 4, 2010, with a limitation requiring glasses for near vision. He reported 40 hours of flight time on his application.
Gyrocopter Information
According to FAA records, the gyrocraft was manufactured in 1999 as an Edison HA-2 Sportster, serial number 91966. It was powered by a 160-horsepower Lycoming O-320-2B engine and equipped with a fixed-pitch Sensenich wood propeller. Permanent maintenance records were not located.
Meteorological Information
A surface observation at Luis Munoz Marin International Airport (SJU) at 1756, about 26 minutes after the accident, reported wind from 010 degrees at 7 knots, visibility 10 statute miles, broken clouds at 4,800 feet, temperature 26°C, dew point 17°C, and altimeter 29.90 inHg. The accident site was about 21 nautical miles and 148 degrees from SJU. A pilot-rated witness at X63 reported wind from the northwest at less than 5 knots at the time of the accident.
Wreckage and Impact Information
The gyrocraft crashed into an open field; wreckage was recovered before FAA arrival the following morning. The crash site was at 18° 08.0166' N, 065° 48.3346' W, about 0.4 nautical mile and 226 degrees from the airport center. Examination revealed the cockpit enclosure was separated. The left seat restraints (lap belt and shoulder harness) remained connected, consistent with the seat being unoccupied; the right seat restraint showed evidence of use. The engine with attached propeller remained attached, though upper engine mounts were fractured. Throttle and mixture controls were continuous. The rotor head was separated; one main rotor blade remained secured to the hub bar with an upward bend near the hub and a smooth downward and aft bend about midspan, with dirt adhering to the upper surface from tip inward. The other blade was separated from the hub bar with a large smooth downward bend beginning about two-thirds span.
Engine examination revealed crankshaft, camshaft, and valve train continuity. Both magnetos were properly timed. Hand rotation produced spark at spark plugs for the left magneto, but not for the right magneto. Further inspection revealed the right magneto's "P-lead" was not connected. Both magnetos were retained. The airbox was dirty internally. The carburetor floats were intact and moved freely; no holes were visible. Throttle movement was good with no binding. Fuel filters were clean. The engine-driven fuel pump contained debris in the housing; the diaphragm was intact. The propeller had one blade splintered spanwise; the other had slight nicks and dents on the leading edge.
Medical and Pathological Information
A postmortem examination by the Institute of Forensic Sciences, San Juan, Puerto Rico, listed cause of death as "severo trauma corporal" (severe body trauma). Forensic toxicology by the FAA and the Institute of Forensic Sciences was negative for carbon monoxide, cyanide, ethanol, tested drugs, volatiles, cocaine, opiates, and cannabinoids.
Tests and Research
Both magnetos were examined at a certified repair station with FAA oversight. The left magneto produced no spark as received; after momentary grounding of the P-lead, it produced spark throughout the rpm range. Disassembly revealed oil contamination and internal corrosion. Coil primary resistance measured 0.5 ohms (spec: 0.2–0.6 ohms); secondary resistance 16,700 ohms (spec: 12,000–16,000 ohms). Point e-gap was 12 degrees (spec: 6–14 degrees); contact point gap 0.008 inch (spec: 0.012–0.024 inch). Capacitor measured 0.75 microfarad (new: 0.50 microfarads). The impulse coupling had loose rivets. The right magneto produced no spark as received. Disassembly revealed oil contamination and internal corrosion. Coil primary resistance 0.5 ohms; secondary 17,300 ohms. Point e-gap was grounded (no reading); contact point gap 0.010 inch. Capacitor measured 0.70 microfarad. No grease in bearings; oil seal was "worn out"; oil deflector was "loose."