Amateur-built RAF 2000 GTX SE accident near Decker, Indiana, July 6, 2011
On July 6, 2011 at about 2:30 pm local time, a amateur-built RAF 2000 GTX SE (gyroplane), registered N25VK, was substantially damaged in an accident during landing (flare/touchdown) near Decker, Indiana (Snider Field Airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The improper landing flare, which resulted in the gyroplane's main rotor contacting the runway surface.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 6, 2011 · about 2:30 pm local time
- Place
- Decker, Indiana · Snider Field Airport · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built RAF 2000 GTX SE
- Registration
- N25VK · registry record · serial 251
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
According to the certified flight instructor, during the training flight he retarded engine power while the airplane was on the downwind leg of the traffic pattern, in order to simulate an engine failure. During the flare for the simulated forced landing, the main rotor blade of the gyroplane struck the ground, and it rolled over on its left side. The pilot reported there were no mechanical failures or malfunctions of the gyroplane.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record from the NTSB's investigation tables, in plain English
What happened, in order
- Abnormal runway contact during landing (flare/touchdown) defining event
The NTSB's findings
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Landing flare › Incorrect use/operation
Flight instructor
- Certificate: airline transport pilot, flight instructor, commercial pilot, flight engineer
- Ratings: multi-engine land; single-engine land; single-engine sea; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: gyroplane; instructor: helicopter; instructor: instrument airplane; instrument: airplane; rotorcraft: gyroplane; rotorcraft: helicopter
- Flight time: 13,400 hours in all; 450 in this make and model; 220 in the last 90 days; 80 in the last 30 days; 4,020 as pilot in command; 240 on instruments
- Last flight review: April 20, 2011
- Medical certificate: Class 1 (with waivers/limitations)
- Seat: rgt
- Injury: no injuries
Dual student
- Certificate: commercial pilot
- Ratings: single-engine land; instructor: airplane single-engine; instrument: airplane
- Medical certificate: Class 2
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 475 hours
- Last inspection: condition inspection, May 5, 2011
- Maximum gross weight: 1,400 lb
- Seats: 2
- Landing gear: fixed
- Engine: Subaru ALL MDLS A/B (piston); 0 hours total
The flight
- Departed from: 0IN1 Decker IN at 1:20 pm
- Destination: 0IN1 Decker IN
- Flight plan: none
- Runway 15, 2,000 ft by 75 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Visibility: 25 statute miles
- Sky: clear
- Temperature: 84°F (29°C), dew point 0°F (-18°C)
- Altimeter: 30.00 inHg
- Observation at 1:00 pm from 0IN1
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 2 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.