Amateur-built HALLETT-1 accident near Yelm, Washington, October 21, 2000
On October 21, 2000 at about 8:45 pm local time, a amateur-built HALLETT-1 (gyroplane), registered N8331H, was substantially damaged in an accident near Yelm, Washington (Flying B 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 failure to abort the takeoff when it became questionable as to whether the aircraft would be able to clear an object just off the departure end of the runway, and the pilot's failure to maintain clearance from the object as he attempted to continue the departure. Factors include operating with a known engine deficiency, and a power line strung just off the departure end of the runway.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 21, 2000 · about 8:45 pm local time
- Place
- Yelm, Washington · Flying B · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built HALLETT-1
- Registration
- N8331H · no longer on the register · serial 101
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot, who was aware that the engine on his gyroplane had not been producing the expected maximum full power, attempted a takeoff at an airstrip which had a marked power line just off the departure end of the runway. After liftoff, the aircraft climbed at a very shallow angle, and by the time it had proceeded more than 90 percent of the way down the runway, it had not climbed higher than the subject obstacle. Instead of aborting the takeoff, the pilot tried to increase the aircraft's angle of climb. As the gyroplane neared the end of the runway, it seemed to the pilot that its power output was decreasing, and he became convinced that he might not be able to clear the power line. He therefore attempted to fly under the marked line, but impacted an unmarked line strung lower on the poles.
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: multi-engine land; single-engine land
- Flight time: 1,180 hours in all; 10 in this make and model; 10 in the last 90 days; 4 in the last 30 days; 1,180 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: ctr
The aircraft
- Airframe total time: 10 hours
- Last inspection: continuous airworthiness programme, August 1, 2000; 6 hours since
- Maximum gross weight: 649 lb
- Seats: 1
- Landing gear: fixed
- Engine: Hirth 2703 R 03E (piston); 0 hours total
The flight
- Departed from: 8WA0 at 8:45 pm
- Flight plan: none
- Runway 31, 2,200 ft by 60 ft
Weather at the time
- Light: daylight
- Wind: from 270° at 3 knots
- Visibility: 20 statute miles
- Sky: scat at 3,000 ft
- Temperature: 61°F (16°C), dew point 45°F (7°C)
- Altimeter: 29.00 inHg
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.