Amateur-built DOMINATOR accident near Auburn, Maine, September 25, 1999
On September 25, 1999 at about 8:54 pm local time, a amateur-built DOMINATOR (gyroplane), registered N4449N, was substantially damaged in an accident near Auburn, Maine (Auburn Municipal 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
The pilot's improper decision to execute a 0 airspeed pedal turn at 100 feet agl.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 25, 1999 · about 8:54 pm local time
- Place
- Auburn, Maine · Auburn Municipal
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built DOMINATOR
- Registration
- N4449N · registry record · serial 1
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot was practicing a 180 degree turn with 0 airspeed to a downwind condition at 100 feet agl in his homebuilt gyroplane. He had successfully completed the maneuver once, and was attempting it for a second time. During the second attempt, the pilot slowed the gyroplane until reaching approximately 0 airspeed, then applied pedal to execute the turn. The gyroplane entered a rapid descent. The pilot advanced the throttle, and lowered the nose of the gyroplane to gain airspeed. Recognizing the impending impact, the pilot leveled the rotor's tip-path-plane, and the gyroplane impacted the ground level with forward airspeed. The landing gear collapsed, and the rotor contacted the ground on both sides. In addition, the rotor contacted the engine driven propeller, shearing off all three blades. The gyroplane bounced back into the air, and then impacted the ground for a second time. During the second impact, the gyroplane was level, but rolled right after ground contact, and slid 20 to 30 feet on its side before coming to a stop. According to the kit manufacturer, at 0 airspeed the gyroplane would descend at 1,000 to 1,500 feet per minute.
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: private
- Ratings: single-engine land; rotorcraft: gyroplane; rotorcraft: helicopter
- Flight time: 129 hours in all; 23 in this make and model; 26 in the last 90 days; 13 in the last 30 days; 88 as pilot in command
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: frt
The aircraft
- Airframe total time: 23 hours
- Last inspection: annual inspection, June 2, 1999; 23 hours since
- Maximum gross weight: 634 lb
- Seats: 1
- Landing gear: fixed
- Engine: Rotax 503 (piston); 0 hours total
The flight
- Departed from: LEW at 8:50 pm
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 310° at 6 knots
- Visibility: 10 statute miles
- Sky: scat
- Temperature: 64°F (18°C), dew point 45°F (7°C)
- Altimeter: 29.00 inHg
- Observation at 8:55 pm from LEW
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| 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.