AR-1 N159WT Oregon

Steve_UK

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The FAA ASIAS update states "AIRCRAFT ON TAKEOFF DID NOT HAVE SUFFICIENT LIFT AND CRASHED, LAKESIDE, OR."


Silverlight AR-1 N159WT at Lakeside, Oregon on 29th June 2021

Injury listed as none, Damage as unknown
 

HeliSwede

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The FAA ASIAS update states "AIRCRAFT ON TAKEOFF DID NOT HAVE SUFFICIENT LIFT AND CRASHED, LAKESIDE, OR."


Silverlight AR-1 N159WT at Lakeside, Oregon on 29th June 2021

Injury listed as none, Damage as unknown
FAA shows a 2017 AR1 registered to a Peter Brossard

70 deg F so the recent heat wave was not a factor. So glad to hear, no injury.

Katheryn's Report states:
Location: Lakeside, OR
Accident Number: WPR21LA252
Date & Time: June 29, 2021, 11:30 Local
Registration: N159WT
Aircraft: SilverLight Aviation AR-1
Injuries: 1 None
Flight Conducted Under: Part 91: General aviation - Other work use
Aircraft and Owner/Operator Information
Aircraft Make: SilverLight Aviation
Registration: N159WT
Model/Series: AR-1
Aircraft Category: Helicopter
Amateur Built: No
Operator:
Operating Certificate(s) Held: None
Operator Designator Code:
Meteorological Information and Flight Plan
Conditions at Accident Site: VMC
Condition of Light: Day
Observation Facility, Elevation: KOTH,17 ft msl
Observation Time: 11:56 Local
Distance from Accident Site: 11 Nautical Miles
Temperature/Dew Point: 21°C /14°C
Lowest Cloud Condition: Clear
Wind Speed/Gusts, Direction: 8 knots / , 220°
Lowest Ceiling: Overcast / 2200 ft AGL
Visibility: 10 miles
Altimeter Setting: 29.86 inches Hg
Type of Flight Plan Filed: None
Departure Point: Lakeside, OR
Destination: Lakeside, OR
Wreckage and Impact Information
Crew Injuries: 1 None
Aircraft Damage: Substantial
Passenger Injuries:
Aircraft Fire: None
Ground Injuries:
Aircraft Explosion: None
Total Injuries: 1 None
Latitude, Longitude: 43.58317,-124.18039 (est)
 

Vance

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FAA shows a 2017 AR1 registered to a Peter Brossard

70 deg F so the recent heat wave was not a factor. So glad to hear, no injury.

Katheryn's Report states:
Location: Lakeside, OR
Accident Number: WPR21LA252
Date & Time: June 29, 2021, 11:30 Local
Registration: N159WT
Aircraft: SilverLight Aviation AR-1
Injuries: 1 None
Flight Conducted Under: Part 91: General aviation - Other work use
Aircraft and Owner/Operator Information
Aircraft Make: SilverLight Aviation
Registration: N159WT
Model/Series: AR-1
Aircraft Category: Helicopter
Amateur Built: No
Operator:
Operating Certificate(s) Held: None
Operator Designator Code:
Meteorological Information and Flight Plan
Conditions at Accident Site: VMC
Condition of Light: Day
Observation Facility, Elevation: KOTH,17 ft msl
Observation Time: 11:56 Local
Distance from Accident Site: 11 Nautical Miles
Temperature/Dew Point: 21°C /14°C
Lowest Cloud Condition: Clear
Wind Speed/Gusts, Direction: 8 knots / , 220°
Lowest Ceiling: Overcast / 2200 ft AGL
Visibility: 10 miles
Altimeter Setting: 29.86 inches Hg
Type of Flight Plan Filed: None
Departure Point: Lakeside, OR
Destination: Lakeside, OR
Wreckage and Impact Information
Crew Injuries: 1 None
Aircraft Damage: Substantial
Passenger Injuries:
Aircraft Fire: None
Ground Injuries:
Aircraft Explosion: None
Total Injuries: 1 None
Latitude, Longitude: 43.58317,-124.18039 (est)
The AR1 is registered to:

CHAPLAINS OF INDUSTRY, 1037 LAKESHORE DR, COOS BAY, Oregon.

Peter Brossard appears to be the builder.
 

Abid

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I know Peter. Glad he is fine. Better than hitting the trees in front coming at you I guess.

Some of the data listed in Kathryn's report for the machine is strange. It is not a helicopter and it is Amateur Built. This machine was serial number 8 from the end of first year of kit production of AR-1
 

HeliSwede

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FAA report states they did not visit the scene and does not indicate source of information. Guess that explains incorrect info regarding helicopter and not amateur built.
 

DavePA11

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Luckily Silverlight Aviation is in Florida and they can just ship and get it fixed. Wonder how bad the damage was after the "crash"? Again, looks like no fire which is good. Nice to have metal fuel tank.
 

Abid

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I got to talk to Peter and also saw pictures of the crashed machine. Glad he is ok. The seatbelts and seat held him in in a nose first into the ground crash that ended up with the gyroplane upside down. Fuel was slowly leaking so they put it right side up.
He thankfully walked away unscathed. What happened will come out in time. Suffice to say there were no mechanical, electrical or engine issues and the mast, frame, seat and seatbelts, fuel tanks and Peter's luck did their job.
 

Brian Jackson

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I got to talk to Peter and also saw pictures of the crashed machine. Glad he is ok. The seatbelts and seat held him in in a nose first into the ground crash that ended up with the gyroplane upside down. Fuel was slowly leaking so they put it right side up.
He thankfully walked away unscathed. What happened will come out in time. Suffice to say there were no mechanical, electrical or engine issues and the mast, frame, seat and seatbelts, fuel tanks and Peter's luck did their job.
Good engineering saves lives, and this appears to be a great example.
 

Vance

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The final report for this accident is now available and I feel there are lessons to be reminded of.

“Analysis: The pilot reported that he departed from runway 33, which was composed of grass; there was no wind. During the takeoff roll, he was unable to get to an appropriate takeoff velocity. As he neared the end of the runway, he realized the gyrocopter would not clear the trees and at an altitude of about 20 ft agl, he attempted a left 180° turn back to the runway. The gyrocopter collided with the terrain still configured in the left turn. The forward fuselage of the gyrocopter was substantially damaged. The pilot reported that there were no preaccident mechanical malfunctions or failures that would have precluded normal operation.

The pilot opined that he did not properly compensate for the drag from the grass and was not able to get enough airspeed to make an adequate takeoff.

Probable Cause and Findings The National Transportation Safety Board determines the probable cause(s) of this accident to be: The pilot’s inadequate decision to continue the takeoff after sufficient airspeed was not attained and his failure to maintain aircraft control while maneuvering to avoid obstructions, which resulted in a collision with the ground.” End of report.

Runway 33 is 2,150 feet long by 100 feet wide, turf in good condition.

210 ft. trees, 2490 ft. from runway, 125 ft. right of centerline, 11:1 slope to clear.

I feel the important lesson here is to have an abort point for every takeoff if it is not going well.

A gyroplane can make a surprisingly quick stop using the rotor to slow down.

There is also value in determining the flight path to clear obstacles.

Making a tight 180 degree turn will likely cost you some altitude particularly at low indicated air speeds.

Grass (turf) does lengthen the distance for takeoff.

In my opinion if you are going to fly off of a turf runway find a long turf runway to practice soft field takeoffs on.

I was not there, this appears to me to be a lack of understanding of the airspeed vs power required curve.

A part of the practical test standards is slow flight consisting of left and right turns, climbs and descents at low indicated airspeeds.

In my opinion it is also why the practical test standard for climb out speed is plus or minus five kts.

Many people fall back on the fantasy that the cyclic is the up lever and the throttle is the speed lever when things are not going well and in most cases when below the minimum power required speed pulling back on the cyclic just makes the gyroplane descend faster.
 

Steve_UK

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The NTSB Report docket includes this photo of N159WT - could this be re-built to fly again or is it beyond economic repair
 

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WaspAir

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Ouch! Looks like a parts donor to me (with admittedly low personal ambition for a rebuild).
 

DavePA11

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2150' grass runway for AR-1 should be fine, unless pilot is only use to the 5,000 ft runways like in Zephyrhills.

Did this AR-1 have 912 or 914 engine? I know the 914 helps with short field takeoffs.

It doesn't appear to be a high density altitude day with 69 degree temp.

Sounds like it was just pilot in the gyrocopter so no added weight.

20' is not high enough for 180 degree turn around in AR-1. What is the minimum safe altitude to perform a 180 degree after takeoff in AR-1?

I have done 180 on takeoff in SC M912 to avoid hill with trees, but do not recall the altitude I was at. Maybe 75' or more, but single seat M912 is much more agile than AR-1.
 
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Steve_UK

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FAA Register shows 912ULS
 

Steve_UK

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I'm not a pilot but have been lucky enough to fly in Mi-24 Hind, Mi-2, Mi-17, Lynx HAS3, Gliders, GA
lots of info in the NTSB report - here's a MET extract

Meteorological Information and Flight Plan
Conditions at Accident Site: Visual (VMC) Condition of Light: Day
Observation Facility, Elevation: KOTH,17 ft msl Distance from Accident Site: 11 Nautical Miles
Observation Time: 11:56 Local Direction from Accident Site: 195°
Lowest Cloud Condition: Clear Visibility 10 miles
Lowest Ceiling: Overcast / 2200 ft AGL Visibility (RVR):
Wind Speed/Gusts: 8 knots / Turbulence Type
Forecast/Actual:
None / None
Wind Direction: 220° Turbulence Severity
Forecast/Actual:
N/A / N/A
Altimeter Setting: 29.86 inches Hg Temperature/Dew Point: 21°C / 14°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Lakeside, OR Type of Flight Plan Filed: None
Destination: Lakeside, OR Type of Clearance: None
Departure Time: Type of Airspace:
 

rcflier

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The gyro protected the pilot well. And the blades didn't even break...
 

Steve_UK

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what does it say on the side - is it RECON ?
 

Abid

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The NTSB Report docket includes this photo of N159WT - could this be re-built to fly again or is it beyond economic repair

It can be repaired but its not cheap. He bought some parts but hardly enough to complete the repairs yet. The frame needs to be seriously looked at. It may be twisted.
The runway had overgrown grass of 9 to 10 inches high. He had taken off from there before but the grass was not that tall and there was a little headwind. He should have aborted at a certain point
 

Abid

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2150' grass runway for AR-1 should be fine, unless pilot is only use to the 5,000 ft runways like in Zephyrhills.

Did this AR-1 have 912 or 914 engine? I know the 914 helps with short field takeoffs.

Wonder if it was a high density altitude day?

Sounds like it was just pilot in the gyrocopter so no added weight.

20' is not high enough for 180 degree turn around in AR-1. What is the minimum safe altitude to perform a 180 degree after takeoff in AR-1.

I have done 180 on takeoff in SC M912 to avoid hill with trees, but do not recall the altitude I was at. Maybe 75' or more, but single seat M912 is much more agile than AR-1.

Regular old 912ULS.
He didn't have an engine out so its not that type of 180 turn. He was just behind the power curve while turning and descended during turn and rotor caught the ground first and slung the gyro nose first right into the grass. It ended up upside down. The picture you see is after he got out and him and his friend flipped it right side up. He is a great guy and he was helping the Indian tribe on a voluntary basis there. I am glad he literally walked out of it
There is something excess (weight) at the very back under the engine. That shiny metallic cylinder below the exhaust. I have no idea what that is or how its secured. Look at the picture.
 
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Vance

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If I take off on runway 33 with winds at 220 degrees at 8kts by my calculations I would have a cross wind component of 7.5kts and a 2.7kt tail wind.

The wind was measured at a facility 11 miles away so no telling what the actual winds were at the airport.

In my experience most gyroplanes don’t need to lose altitude when making a hundred eighty degree turn with reasonable air speed. Twenty feet above the ground should be plenty unless his airspeed was low.

Often pilots on takeoff confuse airspeed with ground speed with predictable results.

I looked at Google earth and it appears to me a slight right would have missed the trees.
 

DavePA11

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Ah - I was thinking takeoff climb to certain altitude above ground then swing around 180 degrees drop slightly and accelerate down to build speed then resume takeoff in opposite direction. Just normal bank 180 degree turn is different and should be able to maintain altitude.
 
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