Kittyhawk Gyro forced landing

[peterb]

Francois. congrats on a sucsesfull forced landing.
Pleased that you guys are not injured. And on top of it all, zero damage to your gyro. It goes to show that Gyro's are incredible flying machines.
Please keep us posted on your findings of the cause of the forced landing.
VIVA GYRO'S
Glenn, Thanks for taking My son and his fiance for a flip I owe you big time. You must let me know when you leave for Swartruggens.

[FO Gyro]

Where was he when the engine failed?

Any ideas what might have been the cause? Obviously a Rotax 914?

[peterb]

Hi Glen It happened close Rhino. Im not sure what happened. Francois explaned that he was at full power and even used the turbo, he kept losing altitude He then decided to put it down. But im sure Francois will respond to this thread and he can explain it better than I can. Im just pleased that it ended all well.

[Gyronaut]

Gents

It was definately not engine failure! Its a Rotax 914 remember?

I had a call from Francois shortly after the incident. He tells me they had a normal takeoff and climbed out at 500ft a minute and more. In the cruise he began to lose altitude while applying more and more power but continued to lose altitude. Realising that he couldn't gain positive climb, even at full power, he did a precautionary landing. Bravo! Well done, good decision! Much rather that than trying to milk it and then only to run out of ideas.

I have had a similar experience in a Bell47. Crossing the Free state, cruising happily, next thing a gradual descent begins, more power, less speed... still descends.. more power, best climb speed... still descends. Now the ground is getting close and its decision time. I settled into a hover and landed. Got out, had a smoke, got back in, did a power check, found it to be adequate and took off. After takeoff everything was back to normal again, positive climb no problems. We finally concluded that we must have been in a Massive downwardly moving column of air which wasn't apparent. Still not sure though and will probably never be.

Other than severe density altitude/down-draughts, technically, only a loss of propeller thrust or loss of rotor RPM can affect the airodynamics of the aircraft and render it unable to attain positive climb. We know the engine RPM and manifold air pressure were adequate. Did the prop-pitch change/gearbox fail? Did something interfere with the rotation of the main rotor [Bendix engage/bearing fail?] If the answer to these questions is no then my vote would be that it was a beeeeg down-draught.

I look forward to having Francois share his findings with us and see this as another bouquet for the value of good training.

Happy its a good outcome!

Rgds
Len

[peterb]

I look forward to having Francois share his findings with us and see this as another bouquet for the value of good training.

Happy its a good outcome!

Rgds
Len

Hi Len, A couple of guys mentioned yesterday that the outcome might not of been so good if it were a blik aerie in the exact same situation, meaning the the exact same landing spot without any damage to the aircraft.
This incident was in actual fact a none event.

[mak]

Congrats Francois, I think you did a splendid job, firstly recognizing the situation, choosing the field and executing a perfect landing.

and see this as another bouquet for the value of good training.

. Len I agree, but another important thing is to stay "current" on it. Francois was telling me at the breakfast that he exercised forced landings quite frequently and in fact he exercised them the previous afternoon.
I think it makes you just that little more calm and focused when it happens knowing you did two or three the previous week or day.

[Gyronaut]

PeterB, thankfully, the outcome was 'good' Viva Gyro's! I am sure a blik aerrie would have been much more difficult to LOB safely.

Mak, I could't agree more. Regular and continuous practice makes the real event seem so much less of an emergency!

I have flown as instructor with Francois and his head is in the right place.

I am proud to be associated with him. Well done again for making the right decision Frans.

Keep it safe boys!

Rgds

Len

[peterb]

Hi Len, It was a big scare!!. Glen took my son for a flip and on their return flight they heard the maday call. and my sons first experience in a gyro sort of became a search and rescue.I hope Glen can fill us in on the details of their search and rescue. Better to hear it from the person with the first hand experience. I might add something that I shouldent or neglect to mention something
It is only human to think the worst when you hear about an incident, and the feeling of relief when you hear that the guys are OK cant be put in words!!!
Following my son first experience with Glen HE IS TOTALY HOOKED. he cant stop telling me what a GREAT pilot Glen is!
He is planning to join the Gyro community as well.
I must add that Butch Brown offered to take him up at the begining of the year but he declined. He can see for himself now that Gyros are not dangerous. Pilot errors make Gyros dangerous. As you and MAK said it is all about training and ongoing Practicing.Francois Practicing paid off.
Ja..... alls well that ends well
Viva Gyros

[franss]

franss
Sycamore CCN
Rhino Park
A very good morning to all the wonderfull aviators.I am so impressed with you all i get totally emotional.The help and support from you on Saterday is overwhelming.I would like to thanks each and every one involved organising the day,the event and the search and rescue operation.Even though this wasnt intended the management executed a search and rescue and within minutes i was located by Glen in his splendid black aircraft.He circled,got coordinates,relayed my messages and stayed untill he knew i was safe.How do you thank someone for something like this.Immediatly Anton,a friend of mine came to pick us up in his Allouette.We did a recce to determine how to recover the aircraft.Wonderfull people.
As to what happened.I filled up at Rhino,flew to Kitty Hawk.My first fly in and very exited.Early morning was very windy but right down runway 19.This suited me perfectly because i prefer flying in strong wind(Sycamore you know).Later in the morning the wind died down to the extent that we had to use 01.It was mid morning and getting hot.Johan Gouws (whom i met at Rhino that morning) is interested in buying a Sycamore,wanted to fly in my aircraft and so we set of.
The two aircraft in front of me taxied to holding point 19 but turned around for 01.I followed.There was some confusion in front of me(radio problems fixed wing so we stood there quite a while.Aircraft 1 was another Sycamore (Leon de Lange with a passenger).We took off and climbed out at 500fpm.Turned and headed for Rhino and Bronhorstspruit dam.Trimmed the aircraft for 300fpm at 75 MPH.At about 5Nm eat of Rhino the aircraft seemed to get heavy.I battled to maintain altitude ans speed.The engine parameters seemd normal but now i had to go into turbo.Manifold pressure 40 inches.Barely maintaining altitude i made a slow bank to return.In the proses i lost altitude and again turbo.Battled to get aircraft flying.By now my airspeed also diminished to a point i did not like.Now flying below pylon height.Considering my PAX i decided not to try and fly out of the situasion with 115%.A decision had to be made because in front of me was a nice looking spot to put her down.I briefed my passenger and told him of my intentions.Did the pre landing checks and put her down.The last meter the aircraft just fell out the sky but i managed to keep her straight and upright.She bounce once and in 15m we were stationary.The engine still running normally.I was totaly confused,never seen this before.We were ok and no damage to the aircraft.I had a fair idea of our position and started radoing for help.
I was so relieved because of concern for my passenger.
Since then i discussed this with several people.Johan v Ludwig tells me they had a similar experiece near the ERGO slimes dams.The way he explained it makes sense to me.The closer you get to the ground the less lift and thrust.The air is warmed by the ground and you have a lose lose situationIn retrospect i could possibly have flown out of that situation,but today i am happy with the decision i made.I have experienced something and i LEARNED a valuable lesson.
This is actually my first summer season that i fly solo and inexperience has probably a lot to do with it.
Anyone had a similar experience?
I always assumed that once in the air (specially after flying for more than 30 min)you are safe and density altitude cannot get to you.
Thankfull to be alive and have friends like you.Francois Strydom CCN

[Learjet]

Francois - thank you for sharing your experience which we can all learn from - and well done on executing a safe emergency landing.

A speculative question (asked with the greatest respect) - I see that you mention that you lost airspeed

By now my airspeed also diminished...

This appears to be somewhat incongruous with the possibility of a downdraft i.e a downdraft will certainly cause loss of altitude - but other than the possibility of fluctuating IAS readings, it shouldn't impact too overtly on TAS - especially as the engine and turbo appeared to be running normally. Do you think perhaps that there is the possibility that with the density altitude, stick back in the climb etc that the gyro may have inadvertantly got behind the power curve hence the sink?

Once again - compliments on the safe landing!

regards,
Dave

[Low Level]

I took a passenger for a flip on Saturday morning at Kitty Hawk. Just after take-off I heard old no. 7 over the radio " Gyro down, CCN , searching ". I cannot describe what went through my mind. Fortunately about three minutes later Glen in RWW found them and related the news that plane and passengers are fine. He then did a splendid job circling, calling for back-up and hanging around untill they were picked up by the chopper. That's a feather for you in your cap Glen. Well done.

From the pic it might look like a non event, but I assure you Francois did a brilliant job putting the gyro down safely. After a lot of rain the past week, this area where he has put CCN down, has some very wet patches. They were also very lucky, cause there is literally hundreds of power line pylons in the area.

CCN

On Friday afternoon I was prepping my gyro at Rhino park, and Francois has spend almost an hour in the circuit doing the one engine out approach after the other, coming in low, coming in high, turned around without power - some serious practises. I took a video, and if I figure out how, I will post it - quite some impressive stints for such a low hour pilot.

Just shows, never say never, and practise those forced lobs.

[franss]

Hi Dave,
Same question asked by Len.It certainly felt like flying behind the power curve.The aircraft was trimmed for a slow climb at 75.Just past Rhino the aircraft started feeling heavy.Speed came down and trimmed forward.Speed went up again,but for some reason the aircraft would not fly again.More nose down ,the altitude dropped quikly.Now trying to milk the aircraft.At this stage i banked slowly which lost even more altitude.I did notice before the incident that i was lying at 35 inches,which i assumed was because of a heavy payload.It could well be a combination of several factors.Johan always say it takes three things to go wrong and WHAM accident.Just before i put her down i am sure i was behind the power curve.I might have been able to give more nose down but was flying out of a place where i could make a landing and now flying very low.I am going to make a point of checking the trim motor.A very valid point.Will also be running engine tests tomorrow to verify engine and gearbox.The propeller needs balacing but the pitch was checked recently.Might be a little on the coarse side.Engine performed well on the scales 210Kg 11/10/09.Already checked the rotor system and seems fine.
franss

[FO Gyro]

Francois, well done on recognising the danger of your situation, and doing something about it, and taking charge of the situation, instead of being a passenger.

I used to operate a Sycamore out of Microland, which was quite a short strip for a Sycamore. My machine was the first aircraft produced, after the prototype. I never had it weighed, but it was a very heavy machine. The net result of this, was that I didn't have a lot of residual power available.

I also remember an occasion when it felt like I was falling out of the sky, with a IAS that was reducing, and it was only through an immediate application of full turbo to 40", that I was able to keep flying (this with only a 60kg passenger).

I can't remember what length blades I had, but clearly in this configuration, my machine didn't perform satisfactorily. I remember with a light passenger (60kg), I used to get 190ft/min rate of climb! This was unacceptable for safe flight, particularly if one encountered a slight downdraught. It was for this reason that I sold my machine.

Some Sycamore owners on the Highveld have added longer rotors, and say that has helped their machine's performance. At sea level, the Sycamore is a different machine.

[MAGNIficent]

FRANS

Well done on your SAFE Prec Landing.

Thank you for sharing your experience/nightmare with us, I trust that it will assist in making us(Gyronaughts) all aware, as you described, this time of the years HOT/HUMIDITY/ALTITUDE factors.

Thanks again and keep us posted.

[franss]

Hi all,
In regards with the comment of FO GYRO.Even though CCN has a 30ft wagtail composite rotor i think i might have pushed the envelope.I did part of my training in Parys in Februarie under much the same conditions.My instructor was 115 Kg and myself 80Kg.My passenger on Saterday was also about 85 Kg.I think that in the right wind conditions taking of could be more easy with a heavy aircraft than to maintain flight (specially in downwind conditions).Am i making any sense?.
What is of great concern to me is the fact that taking on a passenger is an enormous risk.I am not only responsable for that person but also liable.Even if not,i dont think i will be able to ever overcame the grieve and guilt.Flying with a small power margin is indeed dangerous,like overtaking a heavy vehicle with a morris minor.
franss