On July 22, 1997, approximately 0847 Pacific daylight time, a Garner RAF 2000 GTX-SE experimental-category homebuilt gyroplane, N6281Y, collided with terrain following a loss of control on climbout from Bandon State Airport, Bandon, Oregon. The gyroplane was substantially damaged and the airline transport pilot, who owned and had built the craft and was the craft's sole occupant, sustained minor injuries. Visual meteorological conditions were reported at North Bend, Oregon, approximately 21 nautical miles north of Bandon State Airport, and no flight plan had been filed. The pilot reported that he took off on runway 34, with winds from the north-northeast at 10 to 12 knots (North Bend reported variable winds at 3 knots in its 0850 surface observation.) He stated on his NTSB accident report that during takeoff, the gyroplane pitched nose down. He stated that he then pulled power to idle and held the stick aft, and that the gyroplane then hit on the runway nose low and slightly right of centerline. The kit manufacturer, Rotary Air Force Marketing, Inc. of Kindesley, Saskatchewan, Canada, furnished a copy of a signed statement from the pilot which the pilot had sent to the company via facsimile. In this statement, the pilot indicated that the event occurred at an altitude of 25 to 30 feet above the ground. The pilot also reported in this statement that just before the event occurred, he checked rotor RPM and airspeed, and noted a rotor RPM of 260 RPM and airspeed of 40 knots. The operating limitations section of the RAF 2000 flight manual gives the normal operating range of rotor RPM for single occupant flight as 275 to 310 RPM, and states that rotor RPM less than 270 must be avoided while flying. The normal procedures section of the flight manual states that for a normal takeoff with a single occupant, the aircraft will need 25 to 30 MPH of ground speed to become airborne in no-wind conditions, and the best angle of climb after takeoff with a single occupant is achieved at a climb airspeed of 55 to 65 MPH. An FAA inspector assigned to the accident reported that the aircraft was moved off the accident site before the FAA arrived to perform an on-site examination, and that the FAA's on-site examination was unable to determine whether damage to the craft was the result of pre-accident malfunction, impact damage, or damage incurred in moving the craft after the accident. The inspector did report, however, that the controls of the accident aircraft appeared to operate properly, and that the overall level of workmanship on the craft appeared to have been of high quality. The pilot indicated on his NTSB accident report that no mechanical malfunction or failure was involved in the accident. The pilot held an airline transport pilot certificate with airplane single-engine land and airplane multi-engine land ratings. He did not hold a rotorcraft-gyroplane rating on his pilot certificate, but did possess a gyroplane solo logbook endorsement dated approximately January 20, 1997, about 6 months before the accident. On his NTSB accident report, the pilot reported his total time as 18,000 flight hours, with 50 hours of gyroplane flight time.