I didn’t feel like posting anything but just a few comments on some of the posts that might clarify some issues and perhaps also my mind.
We were a group of gyros that approached the airfield (+- 5 miles out) when this group of gyros took off. Both the pilot and female pax were experienced magni pilots. The picture below indicates my MGL track of our take-off +- 1,5 hours earlier and their track should have been very close to the same as they used the same runway and were heading in the same direction. The wind was 27 knots direction 10.
Jonathan as far as I heard from someone flying in their group the pax made a call that they lost a door. Apparently the pilot made a mayday call, I can’t confirm I never heard that. Fellow gyro pilots did say that they descended at a steep rate. The next mayday call that I heard was of a fellow gyro pilot saying a gyro has gone down.
The terrain is fairly unforgiving with trees covering most of the ground and as you can see from the image the road according to me was the only option for an emergency landing if they could not make it back to the airfield.
There are big, thick, silver shining wires on either side of the road that is very visible from the air and a a good clearance between them. I am sure being a competent gyro pilot herself the pax would have assisted in looking out for any dangers and I am sure they must have felt confident that they had the situation under control with all wires and poles alongside the road clearly visible and these were the ones they indeed cleared before their attempted landing. The two small black telephone wires running across the road (the black dot on my image) was the ones that they didn’t see. The next day when we drove past the accident site I looked for the broken wires hanging from a pole, but couldn’t find them. Only after about a minute of searching did my wife point them out to me. They really weren’t the easiest to see, especially with no additional poles to mark the cables existence and I don’t blame them for not spotting them in such an emergency situation in which they must have thought they had their biggest threat visible and under control. Also remember the pilot had to deal with a 27 knot cross / tailwind while coming in for the emergency between the visible power lines.
Angelo, I agree with helping the pax in and latching the door from the outside, I do exactly the same thing and once inside check that the latch covering strap on the Xenon is in place before startup. Well, we don’t live in a perfect world and this I do 99% of the time. The day before the fatal accident we went for a sunset flight and everyone in our gaggle had their engines running already and I was about to start, prop clear shout done, mags and choke on already, when a gentleman who obvious doesn’t know his correct weight knocked on the pax door to ask if he can join me on the flight seeing that I had an empty seat. Well we are trying to share and promote the joy of flying, especially gyro’s, so after enquiring about his weight, adding the 15kg he forgot from the 105kg he mentioned to me I told him he could get in and this time I checked the door closure from the inside.
Angelo I don’t own a Magni M24, but from what I heard it is not the latch but the hinges that is the problem if installed incorrectly. Again we do not live in a perfect world. A local guy had no problem with his doors (Seycamore) for a couple of years. During a fuel stop on a cross country flight he left the door open and a gust of wind got hold of it. Without him noticing the hinges got bent a little upwards. The door still latched but not as much as previously and when turning finals the next leg of his flight he lost the door and it went through the rotor. It took a big chunk out of his composite rotor, he corrected the big yaw he experienced, made a perfect landing, patched the rotor and flew the 1000miles back home the following two days.
The scariest thing for me about this accident is I don’t know what I would have done differently. If I could not make it back to the airfield as my first and preferred option for whatever reason and had to do an emergency in the same situation, chances are 95% that I would have chosen the same spot. Where in this chain of events would I have realized something is going wrong and I need to break this chain? According to me, up until the almost invisible wire strike, the pilot handled the situation well by choosing a landing spot, handling the strong cross / tailwind, clearing the visible wires on both sides of the landing spot, making a mayday call, etc all within +- 10 seconds.
What would / could I have done differently?
If a gust of wind bent my door’s hinges and only catch 8mm instead of 15mm, will I notice it?
Will I notice while busy with my pre-startup checks if my pax opens the door again to wave to family or friends?
Will I notice/know if my door’s hinges was installed incorrectly?
If my door came off in flight, will I head for a landing spot immediately or waste time in assessing the damage and checking the “new” flight characteristics of the gyro and try and nurse it back to the airfield and risk not making the airfield with no other emergency landing options then in sight?
Will I manage the emergency downwind landing where turning for the landing spot my airspeed suddenly drop from 65 mph to 35mph and ground speed increase from 35mph to 65mph?
Will I see the one wire not running with all the other visible wires and poles on either side of the road?
If I can’t convince myself that I could eliminate/identify / handle all the above risks 100% of the time then surely I shouldn’t be flying!!!
I also believe they survived the cables and from what I heard the gyro was still upright whilst on the road and only rolled over +-70meters further (the red dot on my image) when it collided with a sand bank on the side of the road.
Only those damn post impact fires from the otherwise survivable gyro accidents.
It was scary how quick the gyro was in flames and filled with black smoke. Help arrived almost immediately from someone driving on the road and yet they sustained very serious burns in that short time. Unfortunately they didn’t wear any flight suits or protective gear. Should I start to dress like a F1 driver every time I go for a leisure flight in my enclosed cockpit, even in summer?
How do we eliminate the post impact fire risk?
Is there anyone that can comment on the success of high impact fuel bladders on tanks, self sealing fuel lines / valves and tanks? Anyone that can comment on first hand experience with these items and the possible negatives apart from the obvious extra weight? Any other possible solutions / new technologies?
Sorry, as you can see I have a lot more questions than answers? Some I need to answer myself but hopefully I can also get some answers here.
Regards
Marius