Engine Failure at 700 Feet over a Wooded Ridge
A private pilot is at 700 ft AGL and 60 mph in a single-seat gyroplane when the engine coughs, loses power, and quits. The aircraft is over a wooded ridge; a 500-ft clearing lies about a quarter mile ahead and slightly left, and a two-lane road is directly below but has power lines on both sides. Surface wind is 270° at 12 kt, and the clearing runs east-west. Field elevation is 2,000 ft and density altitude is about 6,000 ft. The pilot's airspeed is decaying and rotor RPM is 320. The pilot has a 406 MHz ELT, a GPS with terrain, and a radio on the local CTAF. Another gyroplane is in the pattern at an airport 4 nm north. The pilot's first instinct is to turn back to the airport 4 nm north.
1. What are the first actions and priorities in the first 10 seconds?
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Maintain aircraft control and rotor RPM. Establish best glide-about 55–60 mph here-with smooth aft cyclic to keep the rotor loaded. Do not turn back to the airport 4 nm north at 700 ft AGL; a 180° turn costs altitude and would likely put the aircraft downwind. Pick a landing area and turn only toward the clearing if it is within gliding range. Transmit MAYDAY on CTAF or 121.5, squawk 7700, and prepare the ELT for activation after landing. Keep the airspeed above the minimum; do not trade all speed for distance. The engine is already out-the priorities are rotor energy, airspeed, and a landing site.
2. Which landing area should the pilot choose, and how should wind and obstacles drive the choice?
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Choose the 500-ft clearing, not the road. The road has power lines on both sides, and the gyroplane's rotor disc is wide; a wire strike is likely fatal. The clearing runs east-west and the wind is 270° at 12 kt, so land toward the west-heading about 270°-into the wind. That lowers groundspeed and landing roll.
The clearing is slightly left and a quarter mile ahead. At 700 ft AGL with a 6,000-ft density altitude, glide performance is reduced, so commit early. The road is a last resort only if the clearing cannot be reached and no wires are in the touchdown path. Turning back to the airport is not realistic at this altitude.
3. Describe the approach, flare, and post-landing actions.
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Fly a stabilized approach slightly high, using a forward slip or gentle S-turns only if needed to lose altitude; never unload the rotor. At about 10–15 ft, begin a progressive flare to trade airspeed for rotor energy, keep the nose high, and touch down on the mains. After touchdown, lower the nose, apply rotor brake, and evacuate upwind.
Account for the 6,000-ft density altitude: touchdown speed is higher and the flare is less forgiving. Activate the ELT, render aid, and report to the FAA/NTSB as required. If the clearing is missed, aim for the road but avoid the wires. The key is to arrive at the flare with both airspeed and rotor RPM remaining.