Amateur-built Twinstar accident near Bastrop, Louisiana, June 14, 2002
On June 14, 2002 at about 1:15 am local time, a amateur-built Twinstar (gyroplane), registered N711FS, was destroyed in an accident near Bastrop, Louisiana (Morehouse Memorial airport). It was a personal flight under general aviation rules (Part 91). 2 people were seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the pilot's failure to maintain altitude for an undetermined reason, which resulted in an in-flight collision with trees.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 14, 2002 · about 1:15 am local time
- Place
- Bastrop, Louisiana · Morehouse Memorial · map
- Type
- Accident
- Injuries
- 2 people were seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built Twinstar
- Registration
- N711FS · registry record · serial TS-103
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
While returning to the airport, the gyroplane started losing altitude and impacted trees approximately 1/2 mile from the airport's only runway. The pilot reported that due to a concussion, he does not recall the events surrounding the accident. The passenger reported that he recalled that they flew over town, were en route back to the airport, and could see the airport when the gyroplane started to lose altitude. As the gyroplane neared the trees, he heard the engine noise increase. Subsequently, the gyroplane impacted trees and came to rest upright. The passenger added that as he exited the gyroplane, fuel was leaking on him. A witness heard the engine at full throttle, heard the rotor blades impact trees, and then the engine noise stopped; however, the witness did not make visual contact with the gyroplane. The pilot held an airline transport certificate, a commercial pilot certificate, and a flight instructor certificate with various airplane ratings; however, he did not hold a rotorcraft-gyroplane category and class rating. The pilot was unaware that he was required to obtain this category and class rating. At the time of the accident, the pilot had accumulated a total of 3.0 hours in gyroplanes.
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
Pilot
- Certificate: airline transport pilot, flight instructor, flight engineer
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 9,046 hours in all; 3 in this make and model; 52 in the last 90 days; 1,516 as pilot in command; 810 on instruments
- Last flight review: August 29, 2001
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: frt
- Injury: serious injuries
The aircraft
- Airframe total time: 60 hours
- Last inspection: condition inspection, April 21, 2002; 3 hours since
- Maximum gross weight: 1,300 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-320-B1A (piston); 0 hours total
The flight
- Departed from: 2F8 Bastrop LA
- Flight plan: none
- Runway 34, 4,000 ft by 100 ft
Weather at the time
- Light: dusk
- Wind: from 270° at 5 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 88°F (31°C), dew point 70°F (21°C)
- Altimeter: 29.82 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.