What happened
On 1 June 2001, a pilot was visiting Henstridge Airfield in Somerset to collect aviation fuel. During the afternoon, the pilot was granted permission to perform a short flight in a Cricket MKIV Gyroplane, registration G-BXEM.
The flight began with a series of training-style maneuvers. During the initial takeoff, witnesses observed the pilot struggling to maintain a balanced nose-wheel position, with the aircraft hitting the ground hard before becoming airborne. On the second takeoff attempt, the aircraft experienced a more violent movement where the rear stabilizer wheel struck the ground, followed by the nose-wheel hitting the runway heavily.
After the takeoff, the aircraft flew along the downwind leg of the circuit. During this phase, the aircraft entered a sustained oscillation in pitch. As the pilot transitioned into a steep turn towards the final approach, the aircraft's bank angle increased significantly, reaching approximately 90 degrees. The gyroplane then fell sideways into the ground from an estimated height of 100 feet. The impact resulted in one fatality and the destruction of the aircraft.
The investigation
AAIB investigators examined the wreckage and the engine, finding no evidence of structural failure or mechanical malfunction prior to the impact. The engine was tested and found to be capable of producing sustained high power.
The investigation focused on the pilot's handling of the aircraft. It was noted that the pilot's primary flying experience was on a Bensen B8 Gyroplane, which utilizes a different control system (a "pump action stick") compared to the base-mounted cyclic found in the G-BXEM. The investigation also considered the aircraft's weight and balance, noting the pilot weighed 61 kg, which was below the recommended 75 kg minimum, and no ballast was found in the wreckage.
Findings
- The pilot was experiencing difficulty managing the different control characteristics of the Cricket MKIV Gyroplane compared to his usual aircraft.
- The aircraft entered a Pilot Induced Oscillation (PIO) during the downwind leg, likely triggered by a combination of turbulence, high forward speed, and the pilot's relative inexperience with this specific control layout.
- The high angle of bank during the final turn, potentially combined with a loss of energy or rotor RPM, led to a high rate of descent that was unrecoverable at the low altitude maintained.
- The lack of ballast to compensate for the pilot's low weight may have made the aircraft more susceptible to oscillations.