Air Command accident near Eureka, California, September 26, 1992
On September 26, 1992 at about 6:45 pm local time, a Air Command (gyroplane), an amateur-built aircraft,, registered UNREG, was substantially damaged in an accident near Eureka, California (Eureka Muni airport). It was a personal flight under general aviation rules (Part 91). 2 people were killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
THE FAILURE OF THE UNQUALIFIED NON CERTIFICATED PILOT TO MAINTAIN CONTROL OF THE GYROCOPTER. A FACTOR IN THE ACCIDENT WAS THE PILOT'S LACK OF TOTAL EXPERIENCE.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 26, 1992 · about 6:45 pm local time
- Place
- Eureka, California · Eureka Muni · map
- Type
- Accident
- Injuries
- 2 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Air Command, amateur-built
- Registration
- UNREG · no longer on the register
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
FAA RECORDS REVEALED THAT NEITHER THE PILOT NOR THE PASSENGER HAD EVER HELD AN AIRMAN OR MEDICAL CERTIFICATE. THE EXPERIMENTAL GYROCOPTER WAS UNLICENSED AND UNREGISTERED. THE PILOT BOUGHT THE AIRCRAFT 20 DAYS PRIOR TO THE ACCIDENT AND WAS GIVEN TWO HOURS OF INSTRUCTION BY THE DEALER. AT THE TIME OF THE ACCIDENT HE WAS ESTIMATED TO HAVE FLOWN A TOTAL OF ABOUT 5 HOURS. ON THE DAY OF THE ACCIDENT THE PILOT AND HIS PASSENGER FLEW EARLIER IN THE MORNING TO PRACTICE TOUCH AND GO LANDINGS. ON THE ACCIDENT FLIGHT THEY REPORTEDLY WERE TO CONTINUE THE TOUCH AND GO PATTERN PRACTICE AND TWO SUCCESSFUL TOUCH AND GO'S WERE PERFORMED. ON THE THIRD APPROACH WHILE ON FINAL WITNESSES SAW THE AIRCRAFT SUDDENLY PITCH NOSE DOWN AND DIVE TO GROUND IMPACT ABOUT 100 YARDS FROM THE END OF THE RUNWAY. THE WITNESSES REPORTED HEARING STRONG ENGINE SOUNDS DURING THE FINAL DESCENT TO IMPACT. RESPONDING SHERIFF'S OFFICERS REPORTED DETECTING A STRONG ODOR OF FUEL IN THE IMMEDIATE VICINITY OF THE WRECKAGE AND FOUND THE FUEL TANK COMPROMISED. THE DEPUTY NOTED THAT HE EXAMINED THE ENGINE AREA AND OBSERVED 'NOTHING REMARKABLE.' THE MAIN ROTOR BLADES AND THE ENGINE PROPELLER WERE PRESENT AT THE IMPACT SITE.
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
- Flight time: 5 hours in all; 5 in this make and model; 5 in the last 90 days; 5 in the last 30 days
- Medical certificate: None
- Seat: left
The aircraft
- Last inspection: inspection type not recorded, January 2, 2000
- Seats: 2
- Landing gear: fixed
- Engine: Rotax 202 (piston); 0 hours total
The flight
- Departed from: 033 at 6:30 pm
- Flight plan: none
- Runway 34, 2,700 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: from 310° at 5 knots
- Visibility: 20 statute miles
- Sky: clear
- Temperature: 63°F (17°C), dew point 54°F (12°C)
- Altimeter: 30.00 inHg
- Observation at 6:00 pm from ACV, 18 miles away
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.
Other NTSB records under UNREG the same tail number, which may have belonged to a different aircraft at the time
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.