Fatal - AutoGyro MT-03 HA-GYA, near Epöl, Hungary 20 APR 2019

Kevin_Richey

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Tyger, I believe the pilot was flying too close to a hillside...

Hungary, IIRC, so good luck with a translation. :unsure:


http://www.kbsz.hu/j25/dokumentumok/2019-242-4_ZJ_HU.pdf

Very low, downwind.

Click to expand...
Thanks to Google Translate of the PDF (Had to break into several parts due to forum software limit on length).
Pilot's cell phone w/ "Gaggle" app provided extensive details of his flights!

Machine Translated by Google
2019-242-4
aviation accident
Epöl - Máriahalom
April 20, 2019
MT-03 Autogiro
IF-WHAT
AutoGyro GmbH, Germany
manufacturer type MT-03
registration mark HA-GYA (Figure 2)
date and place Aero-Szolker Bt.
of operator April 20, 2019, 12:16
1669420726517.png

Figure 1: location of the event in Hungary.
Outskirts between Epöl and Máriahalom
Number of deaths / seriously injured in connection with the event: 1 / 0
The degree of damage to the aircraft involved in the incident : was destroyed

ITM-KBSZ final report
MT-03
The degree of damage to the aircraft involved in the incident:
AutoGyro GmbH, Germany
ÿ On April 20, 2019, at 12:38 p.m., he notified the registering Hungarian aviation authority. ÿ On April 29, 2019, at 2:44 p.m., he notified the investigative organization of the manufacturing state (BFU). Aero-Szolker Bt. was destroyed.
1669422589910.png
HA-GYA (Figure 2)
Ferenc Kamasz
2019-242-4
• Obtained from the co-authorities: copies of the documents of the aircraft and the pilot, copies of the documents created by the authorities in connection with the case.

During this, he first reduced the speed of the aircraft to a minimum, then turned into a tailwind and started to accelerate, increasing the power of the engine. In the process, he lost control of his aircraft, which pitched approximately 90 degrees to the right and then crashed.

The aircraft crashed and the pilot suffered fatal injuries. In the opinion of the WC, the accident was caused by risky flight maneuvers performed despite unfavorable weather conditions. The Investigative Committee of the KBSZ did not find any circumstances that would justify issuing a safety recommendation.

• He interviewed witnesses;
• Received information from relatives about the pilot's state of health and rest;
• Examined the wreck as part of a supplementary inspection;
• Acquired weather information at the time of the accident;
• Reviewed the available information about the aircraft 's previous accident ;
• With the help of an expert , he downloaded and evaluated the flight data from the pilot's mobile phone;
• Analyzed the information obtained.
• Conducted an on-site inspection, during which
he inspected the conditions at the scene of the accident,
primarily examined the wreckage of the aircraft, carried out
location determination (GPS), took photographs and notes,
seized physical evidence and data carriers;

Ferenc Kamasz
2019-242-4
• Obtained from the co-authorities: copies of the documents of the aircraft and the pilot, copies of the documents created by the authorities in connection with the case.

During this, he first reduced the speed of the aircraft to a minimum, then turned into a tailwind and started to accelerate, increasing the power of the engine. In the process, he lost control of his aircraft, which pitched approximately 90 degrees to the right and then crashed.

The aircraft crashed and the pilot suffered fatal injuries. In the opinion of the WC, the accident was caused by risky flight maneuvers performed despite unfavorable weather conditions. The Investigative Committee of the KBSZ did not find any circumstances that would justify issuing a safety recommendation.

• He interviewed witnesses;
• Received information from relatives about the pilot's state of health and rest;
• Examined the wreck as part of a supplementary inspection;
• Acquired weather information at the time
of the accident;
• Reviewed the available information about the aircraft 's previous accident ;
• With the help of an expert, he downloaded and evaluated the flight data from the pilot's mobile phone;
• Analyzed the information obtained.

The pilot who suffered the accident left Esztergom - presumably - for a recreational flight. On the way, he landed near Epol and met an acquaintance. After a short exchange of ideas, he took off and gave a presentation.
• Conducted an on-site inspection, during which
he inspected the conditions at the scene of the accident,
primarily examined the wreckage of the aircraft, carried out
location determination (GPS), took photographs and notes,
seized physical evidence and data carriers;
1669422516422.png
Figure 3: flight route from Esztergom to Epöl (based on data obtained from the phone)
2019-242-4

The pilot took off from Esztergom Airport on April 20, 2019 at around 12:30 in the
morning with his own aircraft, presumably for a recreational flight without submitting
a flight plan. Data enabling a more accurate reconstruction of the flight (point 1.11)
can be found in the pilot's phone from 11 hours 44 minutes 30 seconds.

According to these data, the aircraft was flying at a speed of 82 km/h in a direction of 234 degrees (southwest) at an altitude of 337 meters above sea level. His position fell two kilometers northwest of the airport . With this starting point, he first flew down a left traffic circle according to runway 02, and then headed in the direction of the town of Epöl, keeping an average height of 150-200 meters above the ground in a direction of around 200 de
1669423001460.png
Figure 4: arrival at Epöl hill (based on data obtained from the phone)

Shortly before 11:57 a.m., the aircraft approached the hill near Epöl, from which the
pilot himself had performed paraglider takeoffs years before. Witnesses
1. Factual information
1.1. The course of the flight
Machine Translated by Google
Personal injuries
1.3.
1.2.
Aircraft damage
During the incident, the pilot suffered multiple injuries incompatible with life.
2019-242-4
After taking off, it did not continue on the route immediately, but flew two circles at a
height of a few tens of meters above the hill. During this, its speed above ground varied between 20 and 154 km/h. After completing the second lap, he flew over the hill in a straight line at 100-110 degrees and began to accelerate.

According to the report of the witnesses who were on the hilltop, the sound of the engine became louder and the nose of the aircraft rose. Meanwhile, it gradually leaned more and more strongly to the right, up to an extent approaching 90 degrees . As the pitch increased, the vehicle turned its nose towards the ground and lost its flight height of 25-30 meters more and more rapidly, until it finally crashed into the agricultural field in front of the hill.

According to his statement, when he noticed that there were people on the hill, he flew two circles at a height of 150 meters above the level of the hill and determined that they were paragliders. After that, he flew down a narrow left traffic circle in a direction of 320 degrees at 11 hours 58 minutes 30 seconds and landed against the wind on the slightly rising wheat field on the side of the hill. (Figure 4)

After the stop, the pilot stopped the engine and engaged in a conversation with the
paragliders, among whom he also found an old acquaintance , for almost a quarter of an hour. After the exchange of ideas, he got back into his aircraft with the intention of continuing,started its engine, then rolled back 150 meters and at 12 hours 14 minutes 30 seconds took off again in a direction of 320 degrees, against the wind (Figure 5).
1669423911955.png
Figure 5: representation of the flight that ended in the accident (based on data obtained from the phone).

After taking off, it did not continue on the route immediately, but flew two circles at a
height of a few tens of meters above the hill. During this, its speed above ground varied between 20 and 154 km/h. After completing the second lap, he flew over the hill in a straight line at 100-110 degrees and began to accelerate.

According to the report of the witnesses who were on the hilltop, the sound of the engine became louder and the nose of the aircraft rose. Meanwhile, it gradually leaned more and more strongly to the right, up to an extent approaching 90 degrees.

As the pitch increased, the vehicle turned its nose towards the ground and lost its flight height of 25-30 meters more and more rapidly, until it finally crashed into the agricultural field in front of the hill.

Personal injuries: During the incident, the pilot suffered multiple injuries incompatible with life.
 
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Aircraft damage: The affected aircraft was completely destroyed during the incident. As a result of the impact, almost all parts of the aircraft were damaged. One of the rotor blades that hit the ground broke in two and bent, the other blade bent without breaking (Figure 10).

The rotor hub supporting the rotor blades was deformed, the beam supporting the structure was broken in two, the rods controlling the blades were also deformed, and no signs of fatigue fracture or previous impact (in mid-air) could be detected on the pieces of the wreckage.

Manufacturer AutoGyro GmbH, Germany
Its type B/W Rotor
Production number 10208/10209
Time flew by 186 hours
Aircraft load data
Empty crowd
Mass of fuel
252 kg approx. 30
Useful burden
Takeoff mass kg 80 kg approx.
Maximum permissible take-off weight
Its flight mass at the time of the event
1.6.6.
362 kg
450 kg approx. 360 kg

Description of failed system, equipment data. During the professional investigation, no information emerged that the structure or any of the systems of the aircraft had failed before the incident, thereby contributing to the occurrence of the incident or influencing its course.
1.6.7.
Onboard warning systems
There was no warning system on the aircraft, it is not prescribed for the type of aircraft concerned.
1.7.
Meteorological data According to the information of the National Meteorological Service, at the time of the incident, the country's weather was shaped by an anticyclone with a Scandinavian center. In addition to clear skies, there were good visibility conditions and a north-northwest wind interspersed with lively gusts. In the vicinity of the accident, the thermals rose to a height of 1900-2100 m at a speed of 2-3 m
1.8.
Navigation equipment
The navigation devices had no effect on the course of the case, so it is not necessary to detail them.
1.9.
Connection
The equipment described in the type suitability certificate was installed on the aircraft , and the Vb did not find or report any comments regarding them. The communication devices had no effect on the course of the case, so it is not necessary to detail them.
1.10.
Airport details
The first take-off on April 20, 2019 took place from Esztergom airport approx. At 11:30 a.m. The landing and subsequent take-off took place at Epöl hill. The parameters of the place of take-off and landing had no effect on the occurrence of the incident, so their detailing is not necessary.
1.11.
Data recorder
The construction of a data recorder is not required for the type of aircraft concerned , however, the publicly available "Gaggle" application was installed on the
pilot-owner's Huawei P20 Lite mobile phone, and it was operating on the deck of the aircraft at the time of the accident. The phone that survived the accident unscathed (Fig. 8) was seized by the KBSZ on the spot, and then, with the help of an expert, data valuable for the investigation was downloaded from it and evaluated (Figs. 3-5).

Manufacturer AutoGyro GmbH, Germany
Its type B/W Rotor
Production number 10208/10209
Time flew by 186 hours
Aircraft load data
Empty crowd
Mass of fuel
252 kg
approx. 30
Useful burden
Takeoff mass
kg 80
kg approx.
Maximum permissible take-off weight
Its flight mass at the time of the event
1.6.6.
362 kg
450 kg approx. 360 kg

Description of failed system, equipment data During
the professional investigation, no information emerged that the structure or any of the
systems of the aircraft had failed before the incident, thereby contributing to the occurrence of the incident or influencing its course.
1.6.7.
Onboard warning systems
There was no warning system on the aircraft, it is not prescribed for the type of aircraft concerned.
1.7.
Meteorological data According to the information of the National Meteorological Service, at the time of the incident, the country's weather was shaped by an anticyclone with a Scandinavian center. In addition to clear skies, there were good visibility conditions and a north-northwest wind interspersed with lively gusts. In the vicinity of the accident, the thermals rose to a height of 1900-2100 m at a speed of 2-3 m
1.8.
Navigation equipment
The navigation devices had no effect on the course of the case, so it is not necessary to detail them.
1.9.
Connection
The equipment described in the type suitability certificate was installed on the aircraft , and the Vb did not find or report any comments regarding them. The communication devices had no effect on the course of the case, so it is not necessary to detail them.
1.10.
Airport details
The first take-off on April 20, 2019 took place from Esztergom airport approx. At 11:30 a.m. The landing and subsequent take-off took place at Epöl hill. The parameters of the place of take-off and landing had no effect on the occurrence of the incident, so their detailing is not necessary.
1.11.
Data recorder
The construction of a data recorder is not required for the type of aircraft concerned , however, the publicly available "Gaggle" application was installed on the pilot-owner's Huawei P20 Lite mobile phone , and it was operating on the deck of the aircraft at the time of the accident . The phone that survived the accident unscathed (Fig. 8) was seized by the KBSZ on the spot, and then, with the help of an expert, data valuable
for the investigation was downloaded from it andevaluated (Figs. 3-5).
1669425890170.png
Figure 6: the wreckage of the aircraft's airframe, the torn control plane in the background

The engine bed built on the frame structure of the aircraft was deformed. The blades of the three-blade propeller built on the engine were also broken (Figure 7).

1669426008626.png
Fig. 7: the engine and the propeller in the kite section overturned on its left side

The Vb did not find any contamination in the fuel system of the aircraft engine that could have interfered with the operation of the engine . The main shaft of the engine remained able to be rotated, and no signs of failure could be detected during the rotation. Vb experienced uniform, definite compression in the cylinders while turning the engine's crankshaft.

1.4. Other damage
The World Cup did not become aware of any other damage until the end of the investigation.
1.5. Pilot data: 56-year-old Hungarian man, professional AGPL validity rights Dec. 2017 From 01 continuous AGR (autogiro)
Type and validity of medical certification 2nd class 19.07.2019.
LAPL 19.07.2020
1 take off in the previous 24 0 hours 16

Flight time / number of take- hours in the previous minutes / 3 hours 39 minutes / 5
offs 7 days in the previous 90 days
departures 19 hours 39 minutes / 19 departures 225 hours altogether/ 800 take-offs

Rest time in the 48 hours before the accident. According to his family, he was resting
as usual. September 06, 2017.
Satisfied Exam dates and results
1.6. Aircraft data
1.6.1. General Informations
Rotary wing, autogyro
Manufacturer AutoGyro GmbH, Germany
Its type / subtype MT-03
Production time 2007
Production number D07G60
Registration IF-WHAT
number State of registration Hungary Date of
registration December 1, 2017

Owned by a private individual Operator Flight
time
Aero-Szolker Bt.
1003 hours
1.6.2.
Findings related to its airworthiness
number LFH/83611-2/2017-NFM
the expiration date 01.12.2017 of its issuance it cannot be registered restrictions used for commercial activities until withdrawn

MKSSz-FV12
number
airworthiness review certificate
date of issue April 4, 2019 expiration date April 4, 2020
date of last revision April 4, 2019
1.6.3.
1.6.4.
1.6.5.
Aircraft engine data
Kind of 4-cylinder turbocharged boxer engine
Manufacturer Rotax
Its type 914 UL

Production number 4,419,898
Time flew by 1003 hours
Rotor data
Kind of two pen
Manufacturer AutoGyro GmbH, Germany
Its type B/W Rotor
Production number 10208/10209
Time flew by 186 hours
Aircraft load data
Empty crowd
Mass of fuel
252 kg
approx. 30
Useful burden
Takeoff mass
kg 80
kg approx.
Maximum permissible take-off weight
Its flight mass at the time of the event
1.6.6.
362 kg
450 kg approx. 360 kg

Description of failed system, equipment data. During the professional investigation, no information emerged that the structure or any of the systems of the aircraft had failed before the incident, thereby contributing to the occurrence of the incident or influencing its course.
1.6.7.
Onboard warning systems
There was no warning system on the aircraft, it is not prescribed for the type of aircraft concerned.
1.7.
Meteorological data According to the information of the National Meteorological Service, at the time of the incident, the country's weather was shaped by an anticyclone with a Scandinavian center. In addition to clear skies, there were good visibility conditions and a north-northwest wind interspersed with lively gusts. In the vicinity of the accident, the thermals rose to a height of 1900-2100 m at a speed of 2-3 m
1.8.
Navigation equipment
The navigation devices had no effect on the course of the case, so it is not necessary to detail them.
1.9.
Connection
The equipment described in the type suitability certificate was installed on the aircraft , and the Vb did not find or report any comments regarding them. The communication devices had no effect on the course of the case, so it is not necessary to detail them.
1.10.
Airport details
The first take-off on April 20, 2019 took place from Esztergom airport approx. At 11:30 a.m.
The landing and subsequent take-off took place at Epöl hill. The parameters of the place of take-off and landing had no effect on the occurrence of the incident, so their detailing is not necessary.
 
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1.11.
Data recorder
The construction of a data recorder is not required for the type of aircraft concerned , however, the publicly available "Gaggle" application was installed on the pilot-owner's Huawei P20 Lite mobile phone, and it was operating on the deck of the aircraft at the time of the accident . The phone that survived the accident unscathed (Fig. 8) was seized by the KBSZ on the spot, and then, with the help of an expert, data valuable
for the investigation was downloaded from it and evaluated (Figs. 3-5).

The Vb did not find any contamination in the fuel system of the aircraft engine that could have interfered with the operation of the engine . The main shaft of the engine remained able to be rotated, and no signs of failure could be detected during the rotation.

Vb experienced uniform, definite compression in the cylinders while turning the engine's crankshaft. The main support of the aircraft 's airframe was also broken and bent, the landing gear connectionsattached to the frame structure were broken. The beam of the frame structure holding the tail part is broken.

The World Cup did not become aware of any other damage until the end of the investigation.

Pilot data: 56-year-old Hungarian man
professional AGPL
validity rights Dec. 2017 From 01 continuous
AGR (autogiro)
Your professional qualifications AGPL (autogiro pilot)
Type and validity of medical certification 2nd class 19.07.2019.
LAPL 19.07.2020
1 take off
in the previous 24 0 hours 16
Flight time /
number of take- hours in the previous minutes / 3 hours 39 minutes / 5
offs 7 days in the previous 90 days
departures 19 hours 39 minutes / 19 departures
225 hours
altogether
Rest time in the 48 hours before the accident
/ 800 take-offs
According to his family, he was resting
as usual.
September 06, 2017. Satisfied Exam dates and results
Manufacturer AutoGyro GmbH, Germany
Its type / subtype MT-03
Production time 2007
Production number D07G60
Registration IF-WHAT
number State of registration Hungary Date of
registration December 1, 2017
Owned by a private individual Operator Flight
time
Aero-Szolker Bt.
1003 hours
1.6.2.
Findings related to its airworthiness
number LFH/83611-2/2017-NFM
the expiration date 01.12.2017
of its issuance it cannot be
registered restrictions used for commercial activities until
withdrawn
airworthiness
review certificate
date of issue April 4, 2019 expiration date April 4,
2020 date of last revision April 4, 2019
1.6.3.
1.6.4.
1.6.5.
Aircraft engine data
Kind of 4-cylinder turbocharged boxer engine
Manufacturer Rotax
Its type 914 UL
Production number 4,419,898
Time flew by 1003 hours
Rotor data
Kind of two pen

1669418416456.png
Figure 8: the Huawei P20 mobile phone
Time in local time [hour : minute : second]
1669418493251.png
1.12.
Wreck and impact data
During the accident, the aircraft with the registration number HA-GYA crashed into an agricultural area on the outskirts of the village of Epöl (Figure 6). The aircraft landed on its right side.

First, the rotor blades hit the ground. Upon impact, part of the kinetic energy of the blades was transferred to the kite structure, which continued to spin around the axis of the rotor, and then came to rest after hitting the ground.
1669418549353.png
Figure 10: bent rotor blade and the torn control plane (without side control)

During the investigation, it was established that the pilot's seat and the harness straps were undamaged and in working condition. The lanyards used to secure the pilot were fastened until the impact. The fixing straps were cut by disaster management specialists when the rescue began. The pilot was wearing a crash helmet during the flight. The surface of the crash helmet shows a deformation along a definite edge. This damage was probably caused by the leading edge of the impacting rotor blade .

1.13.
Medical examination data
There was no evidence that physiological factors or other obstacles affected the pilot 's ability to act.

1.14. Fire
No fire occurred in connection with the incident .

1.15.
Chance of survival
There was no delay in the rescue. Firefighters from the disaster prevention station in Bajna arrived on the scene a few minutes after the announcement. However, the accident was not survivable. The driver of the aircraft suffered fatal injuries during the impact. Even immediate professional medical intervention could not have saved his life.
1.16. Trials and tests
The Vb did not conduct or have tests conducted.
1.17.
Organizational and management information
The characteristics of the organizations involved had no influence on the occurrence of the incident, so it is not necessary to detail them.
1.18.
Additional information
The World Cup was not informed of any additional information and does not consider it
necessary to disclose any information other than the above facts.
1.19.
Useful or effective investigation methods The effectiveness of the
investigation was greatly promoted by the extraction and processing of mobile phone information found at the scene of the accident with the help of an expert .
Analysis
2.1. Factors affecting the aircraft in case of loss of controllability
Since the physical cause of the accident could not be clearly identified, based on the
available information, the Vb assumes that the accident was caused by the aircraft
becoming unsteerable as a result of the movement of the aircraft in the right direction
around its longitudinal axis.

The possible factors causing movement are reviewed in
points 2.1.1 - 2.1.4. The asymmetric buoyancy in points 2.1.1 and 2.1.2 could have been created by a simple change in the magnitude of the forces arising on the rotor blades or by the complete or partial collapse of the blade.

2.1.1.
Possible tailwind effect
The aircraft began its final maneuver in a gusty tailwind . If the tailwind intensified at
the start of the acceleration, the buoyancy on the rotor blades could have become
highly asymmetric (Figure 11).
1669418972406.png
In the case of tailwind blowing, the relative speed between the blade and the flowing
air increases on the left-hand rearward-moving rotor blade , and the pitch angle
between the blade profile and the flowing air decreases . Conversely, the intensification of the tailwind on the blade moving forward on the right side reduces the relative speed between the blade and the air and increases the angle of attack. The
asymmetrically changing flow conditions tend to tilt the vehicle in the clockwise direction, to the right.

2.1.2.
Possible effect of one-sided thermal upwelling
Since, according to the meteorological data (point 1.7), the weather in and around
the time of the accident favored the formation of thermal upwellings, "thermals", the
possibility that such an upwelling was present at the time and place of the accident cannot be ruled out.

In this case, there is a high chance that the relatively narrow updraft does not hit the
rotor blades exactly the same on both sides. If the more intense updraft hits the left
side of the aircraft, then the resulting asymmetric increase in lift tends to the right in
a clockwise direction tilt the vehicle. (Fig. 12) 1669426901113.png
If the right side is hit by an intense updraft, the pitch angle of the blade
here may exceed the critical level, and the blade may partially or completely fall through, which also results in an asymmetric lift force tilting to the right.
2.1.3. Effect of propeller acceleration
1669426974509.png
 
Extreme slow flight upwind & then turning into downwind flow @ too slow of A/S?
Torque roll to right (usually w/ full power)?
Accident investigators were very fortunate to have the phone app describe the events.
 
Another victim of "downwind-dragon" ...too slow/too low ...inappropriate recovery attempt! (Maybe time for some GYRO AQP!)
Scenario-based training rather than FAA performance maneuvers!

(Yes ...I have been taking note of Dan Gryder's GA campaign to reduce the FW accidents ...sheesh ...almost one EVERY DAY - in USA!)
 
If his minimum ground speed was only 20 km/h, at one point, that is about 10.6 knots. I am not familiar with that gyro's flight characteristics, but for my Cavalon 915is, my recommended maneuvering speed is 15-70 KIAS. I fly mostly in really good weather, below MTOW, and not slower than 40 knots and commonly 60-65 knots.
 
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I have been focused on flight aware for tracking data. I focus more on flight planning using pilotage.
Have heard about AQP, but I mostly review gyro accident information, have had a lot of training, and fly regularly 2 to 3 times a week.
 
Thanks, Kevin. Do you agree this is a "ground strike", as TG puts it?
I went into reading the report thinking that it probably was what he wrote.
But, from the facts reported by the cell phone app, it didn't match w/ that theory of a hillside or ground strike.

The report seems a bit convoluted. I got Google Translate to translate the PDF from Hungarian to English, but couldn't load all the photos/diagrams in proper order due the forum software limiting large posts, so I had to break it up into several posts parts & placed the photos & diagrams in each of those parts as the software would allow.

The gist of what I could understand is the pilot was out flying when he saw some paraglider flyers on a hill top, where he used to fly a paraglider. Landed & spoke w/ some of them for a while. He knew one of them, the report states.

He apparently took off again & was flying very slow as reported by the people watching him do so. My SPECULATION is he was probably @, or near, full power on the backside of the power curve, as we refer to that form of flight.

So, he would have been nose high. Some of the machine's weight is being supported by the prop's thrust doing so, reducing the weight being carried by the rotor's thrust/authority. Might have turned from flying into the wind to the opposite direction. He probably was demonstrating just how slow a gyroplane can fly.

Then discovered he was rapidly descending after making that turn w/out enough A/S to maintain altitude & may have went to full throttle. Likely to have experienced a progressive torque roll to the right from the Rotax engine turning the prop to the left. Plenty of power from a 914 turbo-ed!

May have used full rudder to counter that roll or turn. May have just made it worse. May have dumped the nose down in an attempt to gain A/S. Was probably realizing he was in a situation he couldn't control @ this point.
Doug Riley & others here have warned of such actions.

The torque roll appears to overcome the rotorblade's authority. Hence the roll over to the right, which may have been the point where the machine isn't flying anymore, but dropping down w/ the rotor disc perpendicular to the ground, instead of horizontally, as usual.

The Utah AR-1 (w/ the Rotax 915 engine) videos a couple of years back show such an event...

The report mentions specific damage to the pilot's helmet that suggests a rotorblade strike to it, also.
 
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Thanks, Kevin. Do you agree this is a "ground strike", as TG puts it?
The translation is much better that the one I obtained from my preferred site, which - while normally very good - delivered gobbledegook when faced with Hungarian. A ground-strike was my best impression at the time.

Thanks to Kevin we now have more details.
 
He likely did a zoom climb and made it uncoordinated and then pushed nose forward. That will slow down rotor rpm in a hurry. Then because kept power at full the torque roll resulted. I can’t tell if there was any evidence of rotor strike on prop or on rudder. If not it wasn’t severe enough unloading. If so he himself did something to make it worse. Does it say if he was new gyro pilot?
 
The track does not appear to show any zoom climb, nor is that mentioned in the narrative.
 
This comment stuck out to me "...he first reduced the speed of the aircraft to a minimum , then turned into a tailwind and started
to accelerate, increasing the power of the engine. In the process, he lost control of his aircraft , which pitched
approximately 90 degrees to the right and then crashed."

Sounds like Abid has the key to the loss of control: full power right torque roll based on a left spinning prop at low ground speed.

1) I can easily create a right torque roll by too quickly adding full power especially at slow speed in a Cavalon, with a left spinning prop, as it has happened to me at take-off. My recovery response to a right roll is a bit of left stick and next time around being smoother on the throttle.
2) At height, at slow speed, my recovery response is to first build speed back to 60 knots by gently putting the nose a little forward and having rebuilt my speed, smoothly going to full throttle, but not stabbing it.

Being slow, nose down, and going to full throttle quickly is also going to add a lot of downward speed as well as a right torque roll.
 
The track does not appear to show any zoom climb, nor is that mentioned in the narrative.

May be zoom climb is not the right word here but you cannot get torque roll without unloading the rotors. Uncoordinated nose high flight and then sudden push forward on the stick would do that
"According to the report of the witnesses who were on the hilltop, the sound of the engine became louder and the nose of the aircraft rose. Meanwhile, it gradually leaned more and more strongly to the right, up to an extent approaching 90 degrees . As the pitch increased, the vehicle turned its nose towards the ground and lost its flight height of 25-30 meters more and more rapidly, until it finally crashed into the agricultural field in front of the hill."
 
But the roll, 90º to the right, was described as "gradual". In the case of torque roll from the rotor unloading, I imagine the roll would be quite sudden.
The track shows him making a very quick 180º turn to the right (to downwind) just before the crash. No doubt that turn was quite steeply banked. Maybe he just overbanked at a slow airspeed, where the sharp turn downwind and the low altitude caused the final loss of control with no time to recover.
 
But the roll, 90º to the right, was described as "gradual". In the case of torque roll from the rotor unloading, I imagine the roll would be quite sudden.
The track shows him making a very quick 180º turn to the right (to downwind) just before the crash. No doubt that turn was quite steeply banked. Maybe he just overbanked at a slow airspeed, where the sharp turn downwind and the low altitude caused the final loss of control with no time to recover.

That is correct. If unloaded the right roll would’ve quick. I missed that his was slow gradual bank. The translation is pretty bad. Hard to follow the whole document. You may be right
 
Gradual vs quite sudden. I think a torque roll can be either depending on circumstances. If you can recover from it, as I have, it feels more gradual than sudden in the moment, especially if you are mentally in the moment and not panicked. How it appears when viewed can't say.

It is plausible that the pilot overbanked when slow. However, banking to recover when slow just makes things worse - a bad move.

However, if the gyro was below 100 feet at about 10 knots, it's all pretty much bad whatever because the gyro is just dropping like a rock at that point without enough recovery height to regain speed and lift. It is relative to the specific gyro, but 40 knots in a Cavalon 915, is pretty much the minimum for level flight as I have experienced it. The slower one goes the more power is needed to remain level.

Since I often fly alone in my side by side, and without a passenger or sandbags, it makes rolling to the right easier if I am not ahead of it.

Relying on the accuracy of the tracking may be correct, but gps tracking, especially when flying low, is very unreliable in my experience when reviewing my flights on flight aware.

Just so unfortunate we don't have the ability to talk with the pilot, rest his soul.
 
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In the report, they used "presentation" as what the pilot did after launching after visiting w/ the paragliders folks on the hill top where he had landed.

"Presentation"=showing capabilities, or, an air show?
 
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