N66DNDean Nordsving CCK-1865 · 2013

On June 30, 2019, about 0836 mountain daylight time, an experimental, amateur-built Cub Crafters CCK-1865 airplane, N66DN, was substantially damaged when it was involved in an accident near Moab, Utah. The private pilot and student pilot were fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

The flight originated from Canyonlands Regional Airport (CNY), Moab, Utah, about 0830. The airplane was the subject of a Federal Aviation Administration (FAA) Alert Notification when it did not return to the airport. A few hours later, the airplane’s wreckage was located in a canyon about 11 miles south of Moab, Utah.

A friend stated that the pilot was familiar with the canyon valley where the airplane wreckage was located and had routinely flown in the canyon.

Two recording devices, a Dynon FlightDEK-D180 and a Garmin Aera 796, were located in the airplane wreckage and were sent to the National Transportation Safety Board Vehicle Recorder laboratory for download. While both devices contained parameters for the accident flight, the Dynon FlightDEK-180 integrated multiple flight instruments and many additional parameters, including those for the engine. The Dynon flight data were updated about every 10 seconds.

Examination of the recovered flight data revealed that the flight entered a canyon area with the airplane maneuvering at low altitude. The last 10 seconds of flight data before impact indicated that the airplane was flown on a southwest heading and in a climb of about 793 ft per minute; the pitch was about 10° nose up, and the airspeed was 55 mph with a corresponding loss of airspeed of about 10 mph during the last 30 seconds. All engine parameters were routine, with the rpm indicating 2,412. Additionally, about 37 gallons of fuel remained.

The last recorded data point at 0836 indicated that all engine parameters, including the rpm, continued to indicate normal operation. The elevation indicated 4,997 ft mean sea level, and the airplane had climbed about 400 ft during the last 30 seconds.

The student pilot was issued an FAA third-class airman medical certificate on September 23, 2013, with no limitations. He reported having logged 210 total flight hours and 4 flight hours in the last 6 months on the application for his medical certificate. Although his medical certificate for all classes had expired, he had applied for BasicMed; the BasicMed course date was October 4, 2017, and the comprehensive medical examination checklist date was September 4, 2017.

The private pilot was issued an FAA third-class airman medical certificate on July 29, 2016, with no limitations. He did not report his flight time on the application for his medical certificate, and his personal pilot logbook was not located during the investigation.

A review of the weather information at the accident site revealed that no evidence of strong wind, mountain wave, or turbulence was observed.

The wreckage site was located on and near the top of a ridgeline that ran perpendicular to a canyon valley that was surrounded by mountainous terrain.

Examination of the accident site revealed evidence consistent with the airplane impacting terrain between the top of the ridgeline to about 2 ft below it and then falling about 30 ft to where the main wreckage was located. All major components of the airplane were contained within the main wreckage site. Most of the wreckage debris, which consisted of small fragments, was scattered about 15 ft from the main wreckage. The fuselage came to rest upright on a heading of about 053° magnetic and on a slope of between 30-45°. On the ridgeline top, a seal from the wing root fairing was observed embedded in vegetation and several fragments, and a composite cover of the propeller blade were observed. Additionally, an oil stain, paint marks, and rock scars were observed on the ridgeline top. Disturbed rocks on the ridgeline slope to the area where the main wreckage came to rest were observed. There was no postimpact fire.

The left wing sustained substantial leading-edge damage through the entire span. The left flap’s inboard nose rib was still attached to the fuselage; however, the flap was separated from the nose rib. The aileron was partially attached and had separated from the inboard attachment point/nose rib. The strut fork on the left forward lift strut was broken with a few threads protruding. The right wing sustained substantial leading-edge damage through the entire span. The right flap’s inboard nose rib remained attached to the fuselage; however, the flap was separated from the nose rib. The aileron was partially attached and had separated from the inboard attachment point/nose rib. The lower aileron control cables were broomstrawed about the lower fair leads, which was consistent with overload.

The empennage remained attached to the fuselage and was relatively intact. Flight control continuity could not be established due to the impact damage and the precarious position of the airplane on the slope. The vertical stabilizer and rudder were attached to their respective attachment points. The left and right horizontal stabilizers and left elevator remained attached and were relatively intact. The elevator trim was observed in about the neutral position. The right elevator was bent downward about midspan.

The instrument control panel and cabin area were substantially damaged. The fuel selector was observed in the “both” position. The ignition was in “both.” The airspeed indicator read “0.” The circuit breaker panels were damaged, and it was not possible to determine the circuit breakers’ position at the time of impact. The primer was closed. The emergency locator transmitter was found intact and secured in position, and the unit power was in the “off” position.

The experimental Titan engine came to rest upright to the right of the main wreckage and was separated from its mounts. The carburetor remained attached. The gascolator fuel fitting for the carburetor fuel supply line was separated at the gascolator. On the engine’s right side, the rocker cover panels were attached. The carburetor air box was crushed. The starter was separated from the engine. The oil screen was observed lying in front of the engine and was clear of contaminants. The oil quantity lever indicated a minimal level of oil quantity, but the dip stick’s numerical lines were saturated with oil.

The two-bladed, composite-covered wood propeller had separated from the crankshaft and splintered. Both blades were scattered and broken away down to the spinner. The spinner and propeller hub were still attached to the crankshaft flange. The propeller spinner was crushed and exhibited impact markings.

Ground scars and the damage sustained by the airplane at the accident site were consistent with controlled flight into terrain.

The Utah Department of Health, Office of the Medical Examiner, Taylorsville, Utah, conducted autopsies on the pilots’ remains. The autopsy reports for both pilots listed the cause of death as “blunt force trauma.”

The FAA Forensic Sciences Laboratory performed toxicological testing on the student pilot. Testing was negative for carbon monoxide. The testing detected ethanol but also n-propanol, which is produced postmortem, along with ethanol and other alcohols; therefore, some or all of the ethanol may have been from sources other than consumption. In addition, testing was positive for carboxy-delta-9-THC, which is the secondary inactive metabolite of marijuana. This testing result suggests recent use of marijuana but not proximate to the flight.

No FAA toxicological testing on the private pilot was conducted. However, local toxicology samples taken were positive for a small amount of ethanol (see discussion above) but negative for drugs.