On September 10, 2012, a WIGGINS AIR BOSS (registration N717EW) was involved in an aviation accident near Lansing, IL. One person was killed. Investigators recorded the probable cause as: The pilot's failure to obtain adequate familiarization with gyroplane operations before attempting a flight test of the recently completed gyroplane, which resulted in his failure to maintain control during the accident flight. This summary draws on records from NTSB.
An experimental, amateur-built Wiggins Air Boss gyroplane, N717EW, was destroyed in a terrain collision at Lansing Municipal Airport, Illinois, on September 10, 2012, killing the sole occupant.
Accident Overview and Flight History On September 10, 2012, at approximately 1100 central daylight time, an experimental, amateur-built Wiggins model Air Boss gyroplane, registration N717EW, collided with terrain at Lansing Municipal Airport (IGQ) in Lansing, Illinois. The aircraft was destroyed, and the private pilot, who was the sole occupant, was fatally injured. The gyroplane was registered to and operated by the pilot under 14 Code of Federal Regulations Part 91 without a flight plan. Day visual meteorological conditions prevailed during the local test flight, which was originating at the time of the accident. A witness, who was a gyroplane pilot, observed the pilot test flying the recently completed aircraft. The initial test flights involved the gyroplane temporarily becoming airborne and landing on the remaining runway. The pilot completed three full-stop landings on runway 18 before taxiing back to the hangar. Afterward, the pilot noted that the flight controls felt “mushy.” The witness observed that the main landing gear remained parallel to the runway after each takeoff and believed the gyroplane was flying on the “backside of the power curve,” a low-speed condition requiring increased power to maintain steady flight. The witness also noted that on at least one takeoff, the gyroplane yawed nose left (tail right) shortly after liftoff but realigned with the runway heading before each landing. During a subsequent takeoff, the gyroplane again yawed nose left and rolled to the right shortly after liftoff from runway 18. It descended briefly from an altitude of 20 feet above the runway before rolling back to level and entering a climb. The aircraft climbed to about 100 feet above ground level while continuing on the runway heading. The witness advised the pilot to continue around the traffic pattern instead of attempting to land on the remaining runway. The gyroplane continued on the runway heading before yawing nose left, entering a right roll, and descending rapidly into a cornfield south of the runway. Another individual, working outside his residence adjacent to the airport, heard the engine running until a sound similar to ground impact. ## Personnel and Aircraft Information FAA records indicated the pilot, age 66, held a private pilot certificate with a single-engine land airplane rating, originally issued on March 19, 1971. His last aviation medical examination was completed on December 11, 1980, when he was issued a third-class medical certificate with a limitation for corrective lenses. FAA records showed no previous accidents, incidents, or enforcement proceedings. A flight logbook found in the pilot’s vehicle contained no flight entries or historical pilot data, and his previous logbook was not recovered. The pilot reported 350 total flight hours when applying for his latest medical certificate in December 1980. He reportedly had not flown in over 20 years before receiving 1.8 hours of familiarization training in a two-seat gyroplane in May 2012. No record indicated additional gyroplane training after those two familiarization flights. Although the pilot held a private pilot certificate for single-engine land airplanes, he did not possess a rotorcraft category classification. However, federal aviation regulations allow certificated pilots to operate non-type certificated (experimental) aircraft without an applicable category or class rating. The accident gyroplane was an experimental, amateur-built, 2012 Wiggins model Air Boss, serial number 001. It was powered by a four-cylinder, 2.2-liter Subaru model EJ22 reciprocating engine, serial number 902149, and used a fixed-pitch, three-blade Warp Drive carbon-composite propeller. The gyroplane seated one person and had an empty weight of 641 pounds and a maximum takeoff weight of 940 pounds. On September 5, 2012, the gyroplane was issued an experimental airworthiness certificate and associated operating limitations by a designated airworthiness representative. Several individuals reported that the pilot had built the gyroplane over several years and had recently begun ground and flight testing. At the time of the accident, the aircraft was still operating under the restrictions of the 40-hour initial flight test phase. The investigation could not determine the exact number of flight hours accumulated in the five days since the airworthiness certificate was issued. An examination of the gyroplane’s electronic flight indication system (EFIS) revealed substantial impact damage, requiring removal of its non-volatile memory for download in a surrogate unit. The recovered data, partly corrupted for unknown reasons, suggested the gyroplane had completed three flights totaling 1 hour 6 minutes. ## Meteorological, Airport, and Wreckage Information At 1115, the airport’s automatic weather observing station reported wind from 190 degrees at 5 knots, visibility 10 miles, clear skies, temperature 21 degrees Celsius, dew point 08 degrees Celsius, and altimeter 30.24 inches of mercury. A postaccident airframe investigation confirmed that all airframe structural components were located at the accident site. The main wreckage was on the extended centerline of runway 18, about 0.2 miles south of the departure threshold. The initial point of impact was a ground depression consistent with a main rotor blade impact, with the main wreckage located 59 feet south of this point. The main wreckage included the tubular fuselage structure, fiberglass enclosure, landing gear, cockpit, flight controls, engine, and main rotor assembly. The empennage had separated from the fuselage and was located 21 feet to the southeast. Both main rotor blades remained attached to the mast head and exhibited impact damage. Cyclic control continuity could not be established aft of the main cabin due to impact damage, but all observed cyclic control tube separations showed fracture features consistent with overstress failure. One of the two push-pull tubes connected to the mast head was not located during the on-scene examination. Rudder control cable continuity was confirmed from the cockpit pedals to the empennage control horn assembly. The vertical stabilizer torque tube had separated from the control horn assembly, with fracture features consistent with overstress separation. The pilot seat also functioned as the fuel tank. The plastic fuel tank seat had several ruptures and was void of fuel, though the smell of automobile gasoline was present at the site. The fuel filter assembly contained automobile gasoline. The fuel shut-off valve was found open by first responders but was subsequently closed by fire department personnel. The airframe battery leads were disconnected by first responders. The two fuel pumps functioned when electric power was applied during postaccident testing. A postaccident engine examination confirmed internal drivetrain and valve train continuity as the engine crankshaft was rotated. Compression and suction were noted on all cylinders during crankshaft rotation. The spark plugs exhibited features consistent with normal engine operation. There were no obstructions between the air filter housing and the carburetor inlet, and the carburetor bowl contained fuel. Mechanical continuity was confirmed from the cockpit engine controls to their respective engine components. All three composite propeller blades had separated from the metal hub assembly, consistent with propeller rotation at impact. The postaccident examination revealed no preimpact mechanical malfunctions or anomalies that would have precluded normal operation of the gyroplane. ## Medical and Pathological Information On September 14, 2012, an autopsy was performed on the pilot at the Lake County Morgue in Crown Point, Indiana. The cause of death was attributed to blunt-force injuries sustained during the accident. The FAA’s Civil Aerospace Medical Institute (CAMI) in Oklahoma City, Oklahoma, performed toxicology tests on samples obtained during the autopsy. No carbon monoxide, cyanide, ethanol, or drugs were detected.