Point Venture, TX, USA
N317KD
DAYTON A DABBS MAGNI M-16
The private pilot reported that, during a flight in an experimental gyroplane, he decreased altitude by reducing power to fly over the shoreline of a lake. When the gyroplane was at an altitude of 50 ft above ground level, the pilot applied power to gain altitude, but the engine did not respond. The pilot stated that the gyroplane entered a stall and impacted the ground. The pilot noted that that he did not have time to regain airspeed due to the low altitude. The pilot also noted that he should have been operating at a higher altitude, which would have allowed him to land safely by maintaining airspeed with the nose of the gyroplane down. A postaccident engine test run was performed, and the engine started and ran without any issues detected. The collected data from the gyroplane's engine monitor showed that, for the accident flight, the engine rpm dropped from about 5,000 to 1,000 rpm before the end of the data. Besides rpm, the collected data contained only the following parameters: exhaust gas temperatures for each cylinder, water temperature, oil temperature, and atmospheric pressure. The temperature and dew point recorded at a nearby airport were not in the range of susceptibility for carburetor icing. Due to the lack of additional engine monitor data and the successful postaccident engine test run, the reason(s) for the total loss of engine power could not be determined. In addition, the pilot's decision to conduct the flight at a low altitude precluded remedial action after the total loss of engine power and the subsequent stall.
On January 13, 2018, about 1200 central standard time, an experimental amateur-built Magni M-16 gyroplane, N317KD, sustained substantial damage during a forced landing following a complete loss of engine power while maneuvering near Point Venture, Texas. The private pilot was not injured. The gyroplane's tail boom, rotor mast support, landing gear, and fuselage sustained damage during the forced landing. The aircraft was registered to Off The Ground, LLC and operated by the pilot under the provisions of Title 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed for the flight, which was not operated on a flight plan. The local flight originated from Taylor Municipal Airport (T74), Taylor, Texas about 0900. The pilot reported that flight was a pleasure flight around a nearby lake with an intended return to the departure airport. He stated that he decreased altitude to fly over the shoreline by reducing power. Upon reaching 50 feet agl., he applied power to gain altitude, but the engine did not respond. He said that the gyroplane went into a stall and impacted the ground. In his report, the pilot noted that he should have maintained a higher altitude which would have allowed him to land safely by maintaining airspeed with the nose of the gyroplane down. He noted that he did not have time to regain airspeed due to the low altitude. The gyroplane was examined after the accident by a Federal Aviation Administration (FAA) Inspector. During the examination, an engine test run was performed and the engine started and ran without any issues detected. The gyroplane's engine monitor was downloaded and the data for the accident flight showed that the engine rpm dropped from about 5,000 rpm to 1,000 rpm prior to the end of the collected data. The collected data contained only the following parameters: exhaust gas temperatures for each cylinder, water temperature, oil temperature, atmospheric pressure and rpm. The temperature and dew point recorded at the Austin-Bergstrom International Airport, about 20 nautical miles southeast of the accident site were 7 degrees Celsius, and -7 degrees Celsius respectively. According to a carburetor icing probability chart contained in FAA Special Airworthiness Information Bulletin (SAIB) CE-09-35, entitled "Carburetor Icing Prevention", the recorded temperature and dew point were not in the range of susceptibility for carburetor icing.
The loss of engine power for reasons that could not be determined because a postaccident engine test run showed no anomalies that would have precluded normal operation, and the pilot's decision to conduct the flight at a low altitude.
Source: NTSB Aviation Accident Database
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