Amateur-built RAF 2000 GTX SE accident near Puyallup, Washington, February 3, 2005
On February 3, 2005 at about 6:00 pm local time, a amateur-built RAF 2000 GTX SE (gyroplane), registered N26AV, was substantially damaged in an accident near Puyallup, Washington (Pierce Co./Thun Field). It was an instructional 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 misjudged flare followed by an oscillation which damaged the aircraft.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 3, 2005 · about 6:00 pm local time
- Place
- Puyallup, Washington · Pierce Co./Thun Field · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built RAF 2000 GTX SE
- Registration
- N26AV · no longer on the register · serial H2-97-8-297
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot said that he had approximately 1,800 hours of flight experience in helicopters, and was a flight instructor for the army. He was adding the gyroplane rating. He had 13 hours of training, and this was his first solo flight. He said that on his third landing, he was performing a power off 180 degree landing. He said that he flared one to two feet higher than planned, and he added a little power to "smooth out" the touchdown. When the power came in, the engine torque rotated the nose of the gyroplane to the right. The right main gear hit the ground, and the aircraft bounced back and fourth on its main landing gear. Subsequently, the gyroplane rolled onto its right side bending its blades, mast, and horizontal and vertical stabilizer.
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, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 2,126 hours in all; 13 in this make and model; 40 in the last 90 days; 26 in the last 30 days; 1,283 as pilot in command; 220 on instruments
- Last flight review: September 25, 2004
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 413 hours
- Last inspection: approved inspection programme, February 1, 2005; 349 hours since
- Maximum gross weight: 1,550 lb
- Seats: 2
- Landing gear: fixed
- Engine: Subaru EJ22 (piston); 0 hours total
The flight
- Departed from: S5O Auburn WA at 4:00 pm
- Destination: 1SO Puyallup WA
- Flight plan: none
- Runway 16, 3,650 ft by 60 ft
Weather at the time
- Light: daylight
- Wind: from 330° at 4 knots
- Visibility: 7 statute miles
- Sky: broken clouds at 20,000 ft; a few clouds at 15,000 ft
- Temperature: 46°F (8°C), dew point 39°F (4°C)
- Altimeter: 30.31 inHg
- Observation at 5:55 pm from TCM, 8 miles away
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.