N481ZKKevin Leue SPARROW HAWK · 2013

On December 2, 2017, about 1700 central standard time, an experimental, amateur-built Sparrow Hawk gyroplane, N481ZK, was destroyed when it impacted terrain and was consumed by a postcrash fire near Eagles Ridge Airport (MS9), Hernando, Mississippi. The sport pilot and pilot-rated passenger were fatally injured. The gyroplane was owned by the pilot who was operating it as a Title 14 Code of Federal Regulations Part 91 personal flight. Visual meteorological conditions prevailed at the time of the accident, and no flight plan was filed for the flight, which departed MS9 at an unknown time.

There were no known witnesses to the departure or the accident. An individual who was hunting near the accident site reported that, about 1700, he heard a loud sound similar to a gunshot, but dismissed it as another hunter. He left the area about dusk and spotted a grass fire. He walked to a nearby home to tell the homeowner to call 911 and report the fire. First responders who arrived to extinguish the fire subsequently located the wreckage of the gyroplane.

The pilot, age 70, held a sport pilot certificate with gyroplane rating, issued June 29, 2017. On the application for that certificate, he reported 102 hours total flight experience.

The pilot-rated passenger, age 43, held an airline transport pilot certificate with a rating for airplane multi-engine land and held commercial privileges for airplane single-engine land. He held type ratings for several transport-category airplanes. His most recent Federal Aviation Administration (FAA) first class medical certificate was issued June 19, 2017, with no limitations. On the application for the medical certificate, he reported 11,722 total hours of flight experience.

The two-place gyroplane, serial number SH2004002K, was built in 2013. It was powered by a Subaru EJ-25 engine, which drove a three-bladed, composite, Warp Drive propeller. The gyroplane's fuel cells, made from fiberglass-reinforced polymer resin, were bonded to the cabin floor and walls.

A mechanic familiar with the gyroplane reported that, about 3 or 4 months before the accident, the owner used PRC-type sealant to fix a fuel tank leak. The same mechanic also reported that, the day before the accident, the owner complained to him about smelling fuel while in the cabin, but the owner informed the mechanic there was no fuel leaking from the fuel tank. The mechanic asked the owner whether the gyroplane was equipped with a fuel tank vent, and the owner replied that he was not sure. Whether the pilot identified the source of the fuel smell or made repairs before the accident flight could not be determined.

The gyroplane's maintenance records were not located.

At 1650, a surface weather observation taken at Olive Branch Airport (OLV), Olive Branch, Mississippi, located about 13 nm north-northeast of the accident site, reported calm wind, 10 miles visibility with few clouds at 25,000 ft, temperature 19°C, dew point 2°C, and an altimeter setting of 30.11 inches of mercury.

The two-place gyroplane, serial number SH2004002K, was built in 2013. It was powered by a Subaru EJ-25 engine, which drove a three-bladed, composite, Warp Drive propeller. The gyroplane's fuel cells, made from fiberglass-reinforced polymer resin, were bonded to the cabin floor and walls.

A mechanic familiar with the gyroplane reported that, about 3 or 4 months before the accident, the owner used PRC-type sealant to fix a fuel tank leak. The same mechanic also reported that, the day before the accident, the owner complained to him about smelling fuel while in the cabin, but the owner informed the mechanic there was no fuel leaking from the fuel tank. The mechanic asked the owner whether the gyroplane was equipped with a fuel tank vent, and the owner replied that he was not sure. Whether the pilot identified the source of the fuel smell or made repairs before the accident flight could not be determined.

The gyroplane's maintenance records were not located.

The gyroplane crashed in a wooded area about 0.17 nautical mile west-southwest of the departure end of runway 28 at MS9. The gyroplane and surrounding area sustained postcrash fire damage. Cut marks in trees in close proximity to the accident site indicated that the gyroplane descended at an approximate 70° to 75° angle to the ground.

According to an FAA inspector who responded to the accident site, the engine was still attached to the airframe and the propeller hub was attached to the engine. All three propeller blades were shattered at varying lengths, and the separated sections were recovered in the immediate vicinity of the main wreckage. The ground adjacent to the propeller displayed ground scars consistent with propeller rotation at impact. Both main rotor blades were attached to the rotor head, although a 3-ft section of one main rotor blade tip was fractured consistent with contact with a nearby tree; the fractured piece was found near the main wreckage beneath a separated section of tree trunk and limbs. One main rotor blade exhibited a smooth radius upward bend and the outboard portion of the blade was resting against a tree trunk, and the other main rotor blade exhibited a sharp radius downward bend with trailing edge buckling.

All flight controls, composite fuselage components, seats, and avionics were extensively heat damaged. The left main landing gear was broken and folded to the right, lying underneath the right main landing gear. Control continuity could not be confirmed due to postcrash fire damage; however, there were no separations at control attach points. Oil and dirt were noted on the propeller hub. The gyroplane was recovered from the accident site for further examination of the engine.

Examination of the engine following recovery revealed extensive heat damage to the fuel metering, ignition, and cooling system components. Following removal of the engine accessories, the crankshaft was rotated by hand and continuity was confirmed throughout the engine. Examination of the valve train, power section, cylinder heads, and pistons revealed no evidence of preimpact failure or malfunction. No lubrication issues were noted.

The Office of the State Medical Examiner, Pearl, Mississippi, performed an autopsy of the pilot. The cause of death was reported as blunt force trauma.

Toxicology testing performed at the FAA Forensic Sciences Laboratory detected no ethanol in vitreous and no tested-for drugs were identified in the blood specimen. The submitted specimens were unsuitable for carbon monoxide analysis and testing for cyanide was not performed.