Amateur-built CHR-1 accident near Norridgewock, Maine, July 30, 2009
On July 30, 2009 at about 10:00 pm local time, a amateur-built CHR-1 (gyroplane), registered N179TC, was substantially damaged in an accident during approach (VFR pattern downwind) near Norridgewock, Maine (Central Maine Airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
A loss of engine power due to a broken crankshaft for undetermined reasons.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 30, 2009 · about 10:00 pm local time
- Place
- Norridgewock, Maine · Central Maine Airport · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built CHR-1
- Registration
- N179TC · no longer on the register · serial 01
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot of the gyroplane stated that after takeoff he climbed to pattern altitude and, while on downwind and abeam the runway numbers, he heard a “pop and then experienced a terrible, violent vibration, seemingly catastrophic in nature. There was no power, but the engine was still running.” As he was conducting a forced landing in rough terrain, the wheel and then the main rotor dug into the ground, causing the ship to roll onto its side. The main rotor, mast, landing gear, and horizontal stabilizer sustained damage. Further examination by the pilot revealed that the engine crankshaft was broken near the No. 1 cylinder. The pistons of the non-certified engine had been replaced about 10 operational hours earlier.
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
- Loss of engine power (total) during approach (VFR pattern downwind) defining event
- Off-field or emergency landing during emergency descent
The NTSB's findings
- cause Aircraft › Aircraft power plant › Engine (reciprocating) › Recip eng cyl section › Failure
- Environmental issues › Physical environment › Terrain › (general) › Contributed to outcome
Pilot
- Certificate: commercial pilot
- Ratings: rotorcraft: gyroplane; rotorcraft: helicopter
- Flight time: 407 hours in all; 106 in this make and model; 4 in the last 90 days; 2 in the last 30 days
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: ctr
- Injury: no injuries
The aircraft
- Airframe total time: 104 hours
- Last inspection: condition inspection, May 23, 2009; 4 hours since
- Maximum gross weight: 575 lb
- Seats: 1
- Landing gear: fixed
- Engine: Rotax 583 (piston); 0 hours total
The flight
- Departed from: OWK Norridgewock ME at 9:45 pm
- Destination: OWK Norridgewock ME
- Flight plan: none
- Runway 21, 3,999 ft by 90 ft
Weather at the time
- Light: dusk
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 75°F (24°C), dew point 70°F (21°C)
- Altimeter: 29.77 inHg
- Observation at 10:35 pm from WVL, 13 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 |
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.