Autogyro MT03 accident near San Jose, California, June 29, 2026
On June 29, 2026 at about 6:48 pm local time, a 2015 Autogyro MT03 (gyroplane), registered N423AG, was substantially damaged in an accident during takeoff near San Jose, California (Reid Hillview Of Santa-Clara C airport). It was a personal flight under general aviation rules (Part 91). 1 person was seriously injured and 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The NTSB has not yet published a probable cause for this accident. Investigations usually take one to two years; this page updates when the final report is released.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 29, 2026 · about 6:48 pm local time
- Place
- San Jose, California · Reid Hillview Of Santa-Clara C · map
- Type
- Accident
- Injuries
- 1 person was seriously injured and 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Autogyro MT03, built 2015
- Registration
- N423AG · registry record · serial M01235
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative preliminary · quoted from the NTSB record
On June 29, 2026, about 1148 Pacific daylight Time, a MTO Sport gyroplane, N423AG, was substantially damaged when it was involved in an accident at Reid-Hillview Airport (RHV), San Jose, California. The pilot was seriously injured, and the passenger received minor injuries. The gyroplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. According to the pilot, the purpose of the flight was to take a passenger on a local traffic pattern flight to demonstrate the gyroplane. The pilot reported that the pre-flight inspection, engine start, run-up, magneto check, and pre-takeoff checks revealed no anomalies. Before taking off from runway 14L, he engaged the secondary fuel pump. The pilot stated that the takeoff roll was normal; however, when the main landing gear was about 6 inches above the runway, the radio lost power. He attempted to reset the radio power but was unable to restore it, which he believed was indicative of a master power failure. As the gyroplane approached the departure end of the runway about 130 ft above ground level, the pilot noticed that the gyroplane was no longer climbing and had entered a slight descent. He selected a dirt area off the runway for a forced landing. The gyroplane continued to descend and impacted terrain at about 15 mph. Resulting in substantial damage to the fuselage and main rotor system. The wreckage was recovered to a secure location for further examination.
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
What happened, in order
- Loss of engine power (total) during takeoff defining event
The aircraft
- Seats: 2
- Landing gear: fixed
Weather at the time
- Light: daylight
- Wind: from 170° at 6 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 72°F (22°C), dew point 52°F (11°C)
- Altimeter: 29.89 inHg
- Observation at 11:00 am from KRHV
Weather report (METAR): METAR KRHV 291747Z 17006KT 10SM SKC 22/11 A2989
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The NTSB has not released the docket for this case yet. The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), is usually released when the investigation is nearly complete, and the list here is refreshed when it appears. Check 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.