Reserve, LA, USA
N5002E
BRUPBACHER CHRIS CB2000
Witnesses reported observing the gyroplane take off from the runway, turn left onto the crosswind leg, and climb to about 200 ft. They then saw something fall off the gyroplane before it crashed into an adjacent canal and sank. Postaccident examination revealed that the flight control rod bearing stud exhibited extensive corrosion, consistent with the crack being present before impact. When the rod bearing failed, the main rotor blades went to full pitch, which placed an excessive load on the rotor mast. The rotor mast then folded, which allowed the pusher propeller to strike and sever the tail. The pilot had owned the airplane for 3 years; no records for the gyroplane were located.
HISTORY OF FLIGHT On September 21, 2014, about 1720 central daylight time (2220 UTC), a Brupbacher CB2000 gyroplane, N5002E, impacted a canal in Reserve, Louisiana, after an unknown item was observed separating from the gyroplane. The pilot and passenger were fatally injured. The gyroplane was destroyed. The gyroplane was registered to and operated by the pilot under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed at the time of the accident, and no flight plan had been filed. The local flight had just originated from St. John the Baptist Parish Airport (1L0), Reserve, Louisiana. Witnesses reported seeing the gyroplane take off on runway 35, turn left onto the crosswind leg, and climb to about 200 feet. They "saw something fall" off the gyroplane, then the rotor blades folded, and the gyroplane crashed into a canal and sank. DAMAGE TO AIRCRAFT The wreckage was recovered from the canal the next day PERSONNEL (CREW) INFORMATION According to Federal Aviation Administration (FAA) records, the 47-year-old pilot held a private pilot certificate with an airplane single-engine land rating. He was not gyroplane rated. He also held a third class airman medical certificate, dated January 22, 2014, with no restrictions or limitations. According to his application for medical certification, the pilot estimated he had accumulated 260 total flight hours, 40 hours of which were accrued in the previous six months. Since his logbook was not recovered, his flight time in the gyroplane could not be determined. However, records show the pilot had owned the gyroplane for three months. AIRCRAFT INFORMATION According to FAA records, N5002E (serial number H2-02-13-546), a model CB2000 was an amateur homebuilt gyroplane constructed by a Chris Brupbacher in 2003. A certificate of airworthiness was issued to the pilot on June 16, 2014. The gyroplane was powered by Subaru 2200 cc, 4-cycle, liquid cooled automotive engine, rated at 130 horsepower. Some aircraft paperwork was recovered from the canal. After being dried out, no useful information was obtained. METEOROLOGICAL INFORMATION The following weather observations were recorded at the Louis Armstrong-New Orleans International Airport, located 18 miles east of, and nearest to, the accident location: 1653: Wind, 050 degrees at 5 knots; visibility, 10 miles; sky condition, 4000 feet scattered; temperature, 31 degrees Centigrade (C.); dew point, 19 degrees C.; altimeter setting, 29.97 inches of mercury 1753: Wind, 050 degrees at 6 knots; visibility, 10 miles,; sky condition, clear; temperature, 30 degrees C.; dew point, 18 degrees C; altimeter, 29.97 inches of mercury. AERODROME INFORMATION St. John the Baptist Parish Airport (1L0) is located 2 miles northwest of Reserve, Louisiana, and 18 miles west of New Orleans, Louisiana. It is situated 7 feet above sea level and is equipped with two runways, 17-35: 3,999 feet x 75 feet, asphalt. WRECKAGE AND IMPACT INFORMATION Airworthiness and operations inspectors from the Federal Aviation Administration's (FAA) Baton Rouge Flight Standards District Office went to the accident site and examined the wreckage. The gyrocopter impacted in standing water. Once removed, the main rotor mast was observed in a folded position. The rudder was separated from the wreckage and exhibited damage consistent with contact from the pusher propeller. The tail boom and vertical stabilizer were separated from the main wreckage. Examination of the flight control linkage revealed one flight control rod bearing stud fractured. The fracture surface contained corrosion, consistent with the crack being present prior to impact. An additional control rod bearing had surface corrosion similar to the corrosion present on the fractured bearing stud. MEDICAL AND PATHOLOGICAL INFORMATION An autopsy was conducted by the New Orleans, Louisiana, Forensic Center. The autopsy report did not state a cause of death. The autopsy report was reviewed by FAA's research medical officer, who cited the cause of death to be "multiple traumatic injuries." According to the toxicology report, diphenhydramine was detected in the pilot's urine, and 0.027 (ug/ml, ug/g) diphenhydramine was detected in blood (cavity). No carbon monoxide or ethanol was detected. According to FAA's medical officer's review, diphenhydramine (Benadryl®, Unisom®) is an antihistamine used for treating allergic reactions, and is also used as a sedative because it causes drowsiness.
The failure of the flight control rod bearing due to an undetected preexisting corrosion-induced crack, which resulted in the main rotor blades going to full pitch and the rotor mast folding; this allowed the pusher propeller to strike and sever the tail.
Source: NTSB Aviation Accident Database
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