History of Flight
On April 29, 2013, about 0744 eastern daylight time, a Daniel J. Danies Dominator gyroplane sustained substantial damage after impacting terrain while in the local traffic pattern at Valkaria Airport (X59), Valkaria, Florida. The light sport pilot sustained fatal injuries. The gyroplane was registered to and operated by a private individual as a 14 Code of Federal Regulations Part 91 personal flight. Visual meteorological conditions prevailed, and no flight plan was filed for the local flight that departed X59 about 0740.
A certified flight instructor who witnessed and videotaped the flight stated that on the morning of the flight, the pilot ran up the engine and performed preflight checks at the approach end of runway 10, a closed runway. During this procedure, the pilot turned the engine off and then back on for an unknown reason. The pilot started a takeoff roll, engaged the rotor head pre‑rotator, the gyroplane jerked to the left, and the pilot aborted the takeoff. On taxi back, the pilot told the witness that the pre‑rotator system was slipping. The pilot reached the approach end of runway 10, re‑engaged the pre‑rotor, and started a second takeoff roll. The witness stated that the takeoff roll was about 1,500 feet, unusually long compared to other gyroplane takeoffs he had witnessed.
The witness stated that the rotor blades slowly accelerated and the pilot lifted the aircraft off the runway to about 300 to 400 feet above ground level. The witness added that the rotor blades were not "coning" as the pilot lifted off. The pilot made a left downwind in the local pattern, flew over runway 10 at about 50 feet agl, then overflew the aircraft apron where several aircraft were parked. As he approached runway 14, he made a left turn for a right downwind and right base turn for runway 14. After crossing the approach end of runway 14, the gyroplane entered a 30‑degree pitch‑down attitude followed by an abrupt 45‑degree pitch‑up attitude. As it reached the top of the upward arc, it appeared to have lost much of its airspeed and began a downward descent. The gyroplane assumed a left‑wing‑down attitude just prior to impact with the apron on the east side of runway 14.
The same witness stated that the pilot had acquired most of his flying experience in powered parachutes and purchased the gyroplane about 5 months prior to the accident. The pilot was receiving instruction in dual‑seat gyroplanes at an off‑site location. About two weeks before the accident, the pilot told friends that he had been "signed off" to solo in his single‑seat gyro. The NTSB investigator asked the witness if, in his opinion, the accident pilot was ready to solo; the witness stated "no."
A personal friend of the accident pilot, with about 160 hours of flight experience in gyroplanes, performed an uneventful preflight inspection on the accident gyroplane two days prior to the accident. The preflight was conducted so the witness could conduct an initial test flight, but he was unable to test fly due to inclement weather. Prior to his first flight, the accident pilot practiced taxiing the gyroplane without rotor blades to get a feel for differential braking. According to the witness, the accident pilot was due to travel to his summer home on or about April 30, 2013, and wanted to see it fly before he left. The witness also stated he would not have test flown the gyroplane on the morning of the accident because of the approximate 10‑knot winds present when he arrived at about 0815. The witness noted that more experience with a gyroplane increases proficiency in higher winds, and "if you are learning how to fly gyroplanes, you should be doing so with no wind."
Personnel Information
The pilot, age 58, held a sport pilot certificate and a light sport aircraft repairman certificate with a rating for powered parachutes, both issued on November 30, 2012. The limitation on the sport pilot certificate included "holder does not meet International Civil Aviation Organization requirements." The repairman certificate limitation was for powered parachute only. A review of the pilot's logbooks revealed 90.5 hours total flight time in powered parachutes and 7.8 hours total flight time in two‑seat gyroplanes, of which 6.8 hours were logged as pilot‑in‑command. No time was recorded for single‑seat gyroplanes. The first endorsement covered Federal Aviation Regulations Part 61.309 and 61.311 on April 6, 2013. The pilot received a signed but undated endorsement for FAR Part 61.309, 61.311, and 61.321 in his logbook by a flight instructor.
Aircraft Information
The experimental, amateur‑built, single‑seat gyroplane, serial number 001, was manufactured in 2009. It was equipped with a fixed‑pitch, semi‑rigid, teetering, two‑blade rotor system and powered by an uncertified 65‑horsepower Rotax two‑cycle engine, serial number 5381074. An uncertificated three‑bladed composite propeller was attached. A review of the engine logbooks revealed a complete overhaul on December 29, 2012. The last condition inspection was completed on April 1, 2013, at a tachometer time of 49.5 hours. There was no record of engine total time prior to overhaul. The airframe logbook was not located.
Meteorological Information
The Melbourne International Airport (MLB) weather observation at 1153, located 10 nautical miles northwest, reported wind from 160 degrees at 6 knots, visibility 10 statute miles, few clouds at 3,800 feet, temperature 24°C, dew point 18°C, and an altimeter setting of 30.03 inches of mercury.
Wreckage and Impact Information
The gyroplane came to rest about 400 feet inside the approach end of runway 14 on the north side apron, against a Cessna 172 parked on the ramp. The debris path bore 117 degrees magnetic at a width of 60 feet and a length of 80 feet. Initial examination by an FAA inspector and NTSB investigator revealed substantial damage to the rotor blades, fracturing of the keel, and bending damage to the frame. Pitch, roll, and yaw control continuity was verified on all control surfaces. The left rotor pitch control tube was severed by the propeller; the right rotor pitch control tube failed due to bending overload. The rudder and horizontal surfaces remained attached to each other, departed the airframe, and were cracked about 8 inches upward from the bottom of the vertical stabilizer. Suction and compression were verified on both engine cylinders, and crankshaft continuity was verified through the engine to the accessory drive ring gear by rotating the propeller manually. Examination of recovered components revealed no evidence of pre‑impact mechanical malfunctions or anomalies that would have precluded normal operation.
Additional Information
In a personal interview, the inventor of the Dominator gyroplane stated that it is an inherently stable machine, designed to use rotor speed to safely descend to the ground with little or no power. In reviewing the accident sequence, he stated that the initial approach to runway 14 appeared normal. He stated that it appeared the pilot seemed to "check" (decrease) his speed just prior to entering a vertical descent, and that the only way to get the gyroplane into that configuration is to have reduced power and the control stick slightly aft of center.
The pilot received instruction on dual‑seat gyroplanes with a tandem configuration. According to FAA records, the pilot had previously met 14 CFR Part 61 requirements for a light sport aircraft certification. Per Part 61.321, the pilot was adding an additional category or class to his existing light sport certification. Per Part 61.317, a sport pilot certificate does not list aircraft category and class ratings; when a candidate passes the practical test, the FAA issues a certificate without ratings, and a qualified instructor provides logbook endorsements. The pilot received training in a gyroplane with two seats and was not required to solo to receive the two logbook endorsements required by Part 61.321. He had no recorded experience in fixed‑wing, rotary‑wing, or single‑seat gyroplanes, nor was he required to demonstrate a satisfactory solo flight upon completion of an approved training program.
Medical and Pathological Information
A postmortem examination conducted by the Brevard County Medical Examiner's office reported the cause of death as blunt force injuries. The FAA's Civil Aerospace Institute performed forensic toxicology on specimens from the pilot. No carbon monoxide or ethanol was detected. The report stated that 0.038 ug/ml of diphenhydramine (Benadryl) was detected in blood and urine; the therapeutic range is considered 0.025 to 0.112 ug/ml. Additionally, 484 mg/dl of glucose was detected in the urine (abnormal above 100 mg/dl), and 9.2% hemoglobin A1C was detected in blood (abnormal above 6%), consistent with a pilot who has diabetes.