# NTSB WPR24FA001: Cubcrafters CCK-1865, N56DV, Twisp, WA, October 1, 2023 - Type: NTSB accident investigation - Classification: Accident · Fatal · Class 3 · Field · Final report - Date: October 1, 2023, 10:30 local (17:30 UTC) - Place: Twisp, WA - Coordinates: 48.329474, -120.01195 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=48.3295&lon=-120.0119&mi=10 - Phase of flight: [Landing](https://openairdocs.org/ntsb-phases/550) (OpenAirDocs' grouping) - Defining event: [Landing-aborted after touchdown: Collision during takeoff/land](https://openairdocs.org/ntsb-events/490) - Highest injury: Fatal - Injuries: 1 fatal - Status: Completed, report September 30, 2025 - Report: Approved by Office Director - Investigation class: Class 3 - NTSB office: Western Pacific Region - Parties: Cub Crafters, FAA - NTSB case key (mKey): 193167 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=WPR24FA001 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/193167/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=193167 - Page: https://openairdocs.org/ntsb/WPR24FA001 ## Probable cause The pilot’s failure to see and avoid a rock during an aborted landing on a hillside, the collision with which resulted in damage to the aileron system that precluded subsequent control of the airplane. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Performance/control parameters: directional control](https://openairdocs.org/ntsb-findings/01062020): Aircraft › Aircraft oper/perf/capability · Attain/maintain not possible (probable cause); cases with it: [Cubcrafters CCK-1865, 1 case](https://openairdocs.org/ntsb-findings/01062020/cases.md?model=05635DW), [All aircraft, 3,958 cases](https://openairdocs.org/ntsb-findings/01062020/cases.md) - [Info processing/decision: decision making/judgment](https://openairdocs.org/ntsb-findings/02041520): Personnel issues › Action/decision · Pilot; cases with it: [Cubcrafters CCK-1865, 1 case](https://openairdocs.org/ntsb-findings/02041520/cases.md?model=05635DW), [All aircraft, 3,098 cases](https://openairdocs.org/ntsb-findings/02041520/cases.md) - [Attention/monitoring: task monitoring/vigilance](https://openairdocs.org/ntsb-findings/02021520): Personnel issues › Psychological · Pilot (probable cause); cases with it: [Cubcrafters CCK-1865, 1 case](https://openairdocs.org/ntsb-findings/02021520/cases.md?model=05635DW), [All aircraft, 330 cases](https://openairdocs.org/ntsb-findings/02021520/cases.md) - [Cognitive limitation](https://openairdocs.org/ntsb-findings/02023000): Personnel issues › Psychological · Pilot; cases with it: [Cubcrafters CCK-1865, 1 case](https://openairdocs.org/ntsb-findings/02023000/cases.md?model=05635DW), [All aircraft, 5 cases](https://openairdocs.org/ntsb-findings/02023000/cases.md) - [Terrain: mountainous/hilly terrain](https://openairdocs.org/ntsb-findings/03021010): Environmental issues › Physical environment · Awareness of condition (probable cause); cases with it: [Cubcrafters CCK-1865, 1 case](https://openairdocs.org/ntsb-findings/03021010/cases.md?model=05635DW), [All aircraft, 329 cases](https://openairdocs.org/ntsb-findings/03021010/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Landing-aborted after touchdown: Collision during takeoff/land](https://openairdocs.org/ntsb-events/490) (defining event); cases with it: [Cubcrafters CCK-1865, 1 case](https://openairdocs.org/ntsb-events/490/sequence.md?model=05635DW), [All aircraft, 1,309 cases](https://openairdocs.org/ntsb-events/490/sequence.md) ## Analysis The pilot planned on landing on an upsloping hillside and made two low passes, performing reconnaissance over the landing area. The airplane touched down on the slope and then, for unknown reasons, the pilot aborted the landing. The airplane became airborne again and collided with a large rock immediately ahead. The impact with the rock resulted in the airplane’s left landing gear folding under the fuselage and a portion of the airframe becoming deformed. The airplane continued flying and entered a gradual left turn, during which the pilot stated over the radio, “I’m flying, but I’m having problems.” The airplane subsequently collided with terrain. Examination of the wreckage revealed evidence that, as a result of the damage sustained during the airplane’s impact with the rock, the aileron cable likely became captured in the pulley housing, prohibiting the pilot from being able to directionally control the airplane. The pilot had baseline cognitive deficits that adversely affected problem-solving, adaptability, and impulse control, such that the FAA determined his medical certification to be incompatible with aviation safety; these deficits may have negatively influenced his decisions and performance during the flight. The pilot also had underlying heart disease; however, the circumstances of the accident did not indicate a sudden medical event, and it is unlikely that the pilot’s heart disease contributed to the accident. ## Factual narrative On October 1, 2023, about 1030 Pacific standard time, an experimental amateur-built Cub Crafters CCK-1865, N56DV, was substantially damaged when it was involved in an accident near Twisp, Washington. The pilot was fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations (CFR) Part 91 personal flight. The pilot planned to take a local flight with his friend, who owned the same make of airplane. They departed a private airfield in their respective airplanes and flew directly to a hillside about 2 nautical miles away. The friend landed uphill on the slope of the hillside and positioned his airplane to the west of a tree. Using the radio, he communicated to the pilot that he should land his airplane in between his airplane and the tree. The pilot made two low passes over the ridge, performing reconnaissance over the landing area. The friend saw the airplane touch down on the slope further to the east of his location and land upslope. After a short landing roll, the pilot appeared to abort the landing, and the airplane became airborne again. The friend then saw the airplane collide with a large rock, resulting in the airplane’s left landing-gear folding under the fuselage. The friend observed that the airplane continued over the ridge to the east (the presumed bail-out path), and then lost sight of it. He asked the pilot over the radio if he was okay, and the pilot replied, “I’m flying, but I’m having problems.” The airplane collided with terrain shortly thereafter. A download of the non-volatile memory from the onboard Dynon SV-HDX1100 avionics system provided the airplane’s position information and various engine parameters. The data revealed that the airplane departed about 1025 and made a gradual, climbing left turn to the hillside where the pilot intended to land. The airplane then made a right 360° turn followed by a left 360° turn. Thereafter, the flight path descended toward terrain and, at 1030:09, continued past the rock that the airplane reportedly struck. The airplane made a gradual left turn until the flight track ended at 1030:37. The last recorded data point, about 325 ft from where the main wreckage was found, recorded an airspeed of about 63 kts and a left roll of about 50° (see figures 1 and 2 below). Figure 1: Entire flight path in reference to the main wreckage. Figure 2: Last portion of the flight path The recorded engine data indicated that rpm, fuel pressure, oil pressure, exhaust gas temperature, and cylinder head temperature remained consistent with values typical of normal operation. These parameters did not fluctuate or deviate significantly from those recorded on prior flights. The Snohomish County Medical Examiner’s Office conducted an autopsy of the pilot. The cause of death was determined to be multiple blunt force injuries. The heart was described as globular and floppy, with dilation of both ventricles. Although visual examination of the heart was limited by trauma, no other significantnatural disease was identified, nor was any found elsewhere in the examination. Toxicological testing detected celecoxib and naproxen in blood and urine samples. The pilot did not hold a valid FAA medical certificate at the time of the accident. His last examination occurred in December 2021, when his application for a third-class medical certificate was deferred pending further evaluation. He subsequently underwent neuropsychological and psychiatric assessments following an August 2021 aviation-related incident during which he had been observed exhibiting unusual aggressive behavior. These evaluations identified deficits in learning, memory, and executive function, including reduced impulse control, self-awareness, problem-solving, and adaptability. Residual effects of a 2009 traumatic brain injury were considered a possible contributing factor. In June 2022, the FAA denied his medical certification. He requested reconsideration in August 2022. After additional review, the FAA issued a final denial in October 2022, citing traumatic brain injury, aeromedically significant cognitive deficits, cognitive impairment, and a mental condition characterized as disinhibition due to one or more etiologies. These conditions were determined to be incompatible with aviation safety. The denial of the pilot’s most recent application for medical certification also disqualified him from exercising sport pilot privileges, as specified in 14 CFR 61.23(c)(2)(ii). The airplane came to rest about 1,700 ft to the northeast of the rock it reportedly struck, with an approximate 3,430-ft peak between the locations. The wreckage was found distributed over 90 ft on a median magnetic bearing of about 250°. The first identified points of contact consisted of disrupted dirt on the upslope of a hillside making up the far northeastern end of the debris field. The disruption in the terrain contained chips of silver paint and small pieces of fabric. The disrupted dirt widened into a crater that continued toward the wreckage with numerous vortex generators in the dirt and outboard wingtip structure. A large portion of the forward left-wing tip was 25 ft from the wreckage, and pieces of plexiglass and splinters of propeller led up to the wreckage. Fragments of the wooden propeller surrounded the accident site and made up the farthest debris to the south. The fuselage came to rest on its left side with the right wing folded forward over the engine (see figure 3). The left wing sustained crush deformation and came to rest inverted. The left forward and aft lift struts had separated but remained attached to their respective fittings on the fuselage and wing. An approximate 1.5-ft piece of the left aft lift strut remained attached to the airframe; the trailing edge of both portions of that strut contained black marks consistent with the rubber from the tire. The flaps appeared to be partially down, and the fuel selector was in the off position. (It could not be confirmed whether firstresponders manipulated the fuel selector.) Figure 3: Main wreckage Both tires came to rest near the belly pod. The left tire was flat and showed several gouges and scrapes on the rubber; the metal hub was bent and folded over itself in one area (see figure 4). The landing gear struts were collapsed, and the bottom of the left struts were separated, with damage consistent with being dragged across terrain. Figure 4: Left main tire The fuselage frame behind the left lift-strut fork and gear-strut connection fittings was deformed. The left aileron pulley, adjacent to the deformed frame, would not move. The aileron cable was trapped between the frame, and the pulley and could not move (see figure 5). Removal of the pulley hardware revealed that the pulley bracket was bent, and there was evidence of the cable rubbing against the bracket and part of the airframe. The phenolic pulley had a groove for the cable that extended around the pulley. The groove contained a peak edge on each side. One side of the peak edge was fractured consistent with overstress. The side face of the pulley (adjacent to the fractured peak edge) contained a long, imprinted streak consistent with the location where the cable had pulled out or derailed from the groove. Figure 5: Left aileron pulley and bracket The initial touchdown area could not be definitively identified, but tracks in the dry grass were found on the slope consistent with the landing direction. A large rock was located on the saddle of the hill. There were numerous marks and scrapes found on the south rock face and on the top of the rock (see figure 6). In the surrounding area, there were several silver chips of paint and a zip-tie. Figure 6: Rock with presumed landing path ## Aircraft - Registration: [N56DV](https://openairdocs.org/aircraft/N56DV), registered now, S/N CCK-1865-1087, built 2022 (OpenAirDocs) - Reported make and model: CUBCRAFTERS INC CCK-1865 - Registry model: [Cubcrafters CCK-1865](https://openairdocs.org/model/cubcrafters-cck-1865) (registry code 05635DW) (OpenAirDocs) - Registry engine: [Cubcrafter CC363I](https://openairdocs.org/engine/cubcrafter-cc363i) (registry code 18055, 4 cycle) (OpenAirDocs) - Category: Airplane, amateur-built - Serial number: CCK-1865-1087 - Year built: 2022 - Engines: Exp Lycoming CC 363i reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Operator: Tesla Sunsets LLC - Registered owner: Tesla Sunsets LLC - Airworthiness certificate: Special, Experimental (Special) - Airport: 2S0, Private - Equipment: Stall warning system, Electronic primary flight display ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 59; injuries: fatal; private; airplane ratings: single-engine land; instrument ratings: airplane; seat: front; restraint: 4-point; toxicology performed; flight hours: 8,429 total, 352 in the last 90 days ## Weather - Conditions: Visual (VMC), Day - Wind: 10° at 11 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 68 °F, dew point 43 °F - Altimeter: 30.05 inHg - Observed at: KOMK, 24 nm away - METAR: KOMK 011953Z AUTO 01011KT 10SM CLR 20/06 A3005 RMK AO2 SLP175 T02000056 ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 20231001015079A](https://openairdocs.org/incident/20231001015079A), Oct 1, 2023: Cubcrafters Inc CCK-1865, Twisp, WA, Substantial damage, 1 fatal. Pilot was performing an off airport stol landing on a ridgetop at approximately 3500 feet. During the take off rotation, the aircraft left tire and landing… ## Docket (8 files) The files NTSB released with the investigation on September 30, 2025, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=193167. 9.1 MB in all. - Investigative supplemental material (item 1, PDF, 15 pages, 4.2 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=19308290&FileExtension=pdf&FileName=Z%20-%20Attachment%201%20-%20Investigative%20Supplement-Rel.pdf - Cockpit display - specialist's factual report (item 2, PDF, 16 pages, 10 photos, 2.8 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=18816415&FileExtension=pdf&FileName=Cockpit%20Display%20-%20Specialist%27s%20Factual%20Report-Rel.pdf - Attachment 1 to cockpit display - specialist's factual report (item 3, CSV, 1.1 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=18806229&FileExtension=csv&FileName=Attachment%201%20to%20Cockpit%20Display%20-%20Specialist%27s%20Factual%20Report-Rel.csv - Statement of party representatives to NTSB investigation (item 4, PDF, 1 page, 254 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=19276988&FileExtension=pdf&FileName=Z%20-%20Attachment%2010%20-%20Party%20Form%20CubCrafters_Redacted-Rel.pdf - Medical factual report (item 5, PDF, 7 pages, 153 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=19292527&FileExtension=pdf&FileName=WPR24FA001_MedicalFactualReport-Rel.pdf - Toxicological report (item 6, PDF, 1 page, 264 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=19294940&FileExtension=pdf&FileName=tox_r-Rel.pdf - Release of aircraft wreckage, NTSB form 6120.15 (item 7, PDF, 1 page, 233 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=19295869&FileExtension=pdf&FileName=Wreckage%20Release-Rel.pdf - Record of conversations (item 8, PDF, 2 pages, 92 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=19308604&FileExtension=pdf&FileName=Z%20-%20Attachment%2003%20-%20Record%20of%20Conversation%2024FA001-Rel.pdf From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.