# NTSB WPR24FA227: Fantasy Air Sro Allegro 2007, N969RC, Eureka, UT, July 7, 2024 - Type: NTSB accident investigation - Classification: Accident · Fatal · Class 3 · Field · Final report - Date: July 7, 2024, 05:44 local (11:44 UTC) - Place: Eureka, UT - Coordinates: 40.04965, -112.07123 - Nearby events: https://openairdocs.org/map.md?lat=40.0496&lon=-112.0712&mi=10 - Phase of flight: [Initial climb](https://openairdocs.org/ntsb-phases/350) (OpenAirDocs' grouping) - Defining event: [Initial climb: Loss of control in flight](https://openairdocs.org/ntsb-events/240) - Highest injury: Fatal - Injuries: 1 fatal - Status: Completed, report August 26, 2026 - Report: Approved by Office Director - Investigation class: Class 3 - NTSB office: Western Pacific Region - Parties: Federal Aviation Administration - NTSB case key (mKey): 194620 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=WPR24FA227 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/194620/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=194620 - Page: https://openairdocs.org/ntsb/WPR24FA227 ## Probable cause The pilot’s failure to maintain airplane control during initial climb, which resulted in an in-flight upset and impact with terrain. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Use of equip/info: use of equip/system](https://openairdocs.org/ntsb-findings/02063015): Personnel issues › Task performance · Pilot; cases with it: [Fantasy Air Sro ALLEGRO 2007, 1 case](https://openairdocs.org/ntsb-findings/02063015/cases.md?model=060003H), [All aircraft, 1,391 cases](https://openairdocs.org/ntsb-findings/02063015/cases.md) - [Use of equip/info: aircraft control](https://openairdocs.org/ntsb-findings/02063040): Personnel issues › Task performance · Pilot (probable cause); cases with it: [Fantasy Air Sro ALLEGRO 2007, 2 cases](https://openairdocs.org/ntsb-findings/02063040/cases.md?model=060003H), [All aircraft, 9,295 cases](https://openairdocs.org/ntsb-findings/02063040/cases.md) - [Wind: dust devil/whirlwind](https://openairdocs.org/ntsb-findings/03034060): Environmental issues › Conditions/weather/phenomena · Contributed to outcome; cases with it: [Fantasy Air Sro ALLEGRO 2007, 1 case](https://openairdocs.org/ntsb-findings/03034060/cases.md?model=060003H), [All aircraft, 38 cases](https://openairdocs.org/ntsb-findings/03034060/cases.md) - [Attention/monitoring: monitoring environment](https://openairdocs.org/ntsb-findings/02021545): Personnel issues › Psychological · Pilot; cases with it: [Fantasy Air Sro ALLEGRO 2007, 1 case](https://openairdocs.org/ntsb-findings/02021545/cases.md?model=060003H), [All aircraft, 809 cases](https://openairdocs.org/ntsb-findings/02021545/cases.md) - [Performance/control parameters](https://openairdocs.org/ntsb-findings/01062000): Aircraft › Aircraft oper/perf/capability · Not attained/maintained (probable cause); cases with it: [Fantasy Air Sro ALLEGRO 2007, 1 case](https://openairdocs.org/ntsb-findings/01062000/cases.md?model=060003H), [All aircraft, 1,269 cases](https://openairdocs.org/ntsb-findings/01062000/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Initial climb: Loss of control in flight](https://openairdocs.org/ntsb-events/240) (defining event); cases with it: [Fantasy Air Sro ALLEGRO 2007, 2 cases](https://openairdocs.org/ntsb-events/240/sequence.md?model=060003H), [All aircraft, 5,002 cases](https://openairdocs.org/ntsb-events/240/sequence.md) - [Initial climb: Collision with terr/obj (non-CFIT) ](https://openairdocs.org/ntsb-events/470); cases with it: [Fantasy Air Sro ALLEGRO 2007, 2 cases](https://openairdocs.org/ntsb-events/470/sequence.md?model=060003H), [All aircraft, 10,189 cases](https://openairdocs.org/ntsb-events/470/sequence.md) ## Analysis The pilot departed from a local airport and proceeded to land on a road where, according to acquaintances, the pilot frequently landed to hike in the surrounding area. Flight track data show that the airplane departed from the road a little over an hour after landing and subsequently impacted terrain about a minute later. The wreckage was later located in a field adjacent to the road. A nearby landowner stated that airplanes occasionally land on the road, though he did not observe the airplane on the day of the accident, and noted that dust devils were a common occurrence in the area. The investigation could not determine whether the pilot obtained a weather briefing before the flight. Postaccident examination of the airframe and engine revealed no evidence of a preexisting mechanical malfunction or failure that would have precluded normal operation. However, a flight control locking device was found about 22 ft from the airplane's right wing, raising the possibility that the airplane departed with the control lock installed. The airplane’s co-owner reported that the accident pilot had a history of sometimes omitting the preflight inspection. It is possible that the pilot omitted a departure preflight inspection and left the flight control locking device in place. The pilot had severe cardiovascular disease that placed him at increased risk for an impairing or incapacitating cardiac event, including chest pain, arrhythmia, or myocardial infarction. Although the autopsy found no evidence of such an event, cardiac arrhythmias and other acute cardiac conditions may not leave definitive postmortem findings when they occur immediately before death. While a pacemaker may record arrhythmias, the autopsy report did not indicate that the pilot's pacemaker was interrogated to evaluate device function or detect arrhythmias. The autopsy and toxicology findings also suggested a likely history of heart failure, a condition commonly associated with fatigue; however, heart failure was not specifically documented in the available medical records. Toxicology testing detected citalopram, an antidepressant medication, in the pilot's system. Based on the available evidence, it could not be determined whether the pilot was experiencing impairment from an underlying condition, such as depression, or adverse effects associated with his unreported citalopram use. The presence of frequent localized wind events, commonly referred to as dust devils, may have influenced the pilot to expedite his departure during a perceived lull between wind events. In doing so, the pilot likely inadvertently omitted the removal of the airplane's flight control locking device. During the departure, any wind-induced displacement of the wing from a level attitude would have left the pilot with limited ability to correct roll deviations as the aircraft ascended. Compounding the situation was the pilot's underlying medical condition and associated propensity for a cardiac event, which may havefurther degraded his ability to respond effectively to the developing emergency. ## Factual narrative A review of airplane maintenance records showed that the most recent maintenance was completed on 06/15/2024. The most recent condition inspection was completed on 03/04/2024. On July 7, 2024, at approximately 0544 mountain daylight time, a Fantasy Air SRO Allegro 2007 airplane, N969RC, was substantially damaged when it was involved in an accident near Eureka, Utah. The pilot sustained fatal injuries. The airplane was being operated under the provisions of Title 14 Code of Federal Regulations (CFR) Part 91 as a personal flight. A review of flight track data obtained from a commercial source showed that the airplane departed Spanish Fork Municipal Airport/Woodhouse Field (SPK), Spanish Fork, Utah, at 0358. The data showed the airplane proceeding westbound before maneuvering in the vicinity of Eureka, and landing near Holmansville Pass Road at 0426. According to acquaintances of the pilot, he routinely landed on Holmansville Pass Road, north of Eureka, to access hiking areas in the surrounding terrain. Witnesses reported observing the accident airplane parked along the road about 0530, and flight track data showed the airplane depart about 0543, then impact terrain about a minute later. The wreckage was subsequently located in a nearby field about 1,200 ft west of the road. The Utah Department of Health and Human Services Office of the Medical Examiner performed the pilot’s autopsy. His cause of death was multiple blunt force injuries, and his manner of death was accident. Toxicology testing performed at the FAA Forensic Sciences Laboratory detected citalopram, an antidepressant medication, in the pilot's system at 83 ng/mL. The pilot did not hold a current FAA medical certificate, and the FAA had no record of either his use of citalopram or the condition for which it was prescribed. Additionally, he did not report citalopram use or any related medical condition on his most recent BasicMed CMEC, dated September 29, 2021. Citalopram and metabolite – Citalopram is a prescription medication commonly used to treat depression. N-desmethylcitalopram is a metabolite of citalopram. Studies of citalopram have not established that it causes significant cognitive or psychomotor impairment. However, citalopram may carry a warning that any psychoactive drug may impair judgment, thinking, or motor skills, and that users should be cautioned about operating hazardous machinery, including motor vehicles, until they are reasonably certain that citalopram does not affect their ability to engage in such activities. Additionally, major depression can cause cognitive impairment, particularly of executive function. A pilot on citalopram (not in combination with other psychiatric drugs) may be considered for FAA medical certification via Special Issuance, depending on evaluation of the individual pilot’s condition and response to treatment. Other detected drugs – Metoprolol is a prescription medication that can be used as part of treatment for high blood pressure,certain arrhythmias, and certain types of heart failure. Desethyl sacubitril is the active metabolite of sacubitril. Sacubitril and valsartan are available as a prescription combination medication product that can be used to reduce the risk of cardiovascular death and hospitalization in patients with chronic heart failure. Pitavastatin is a prescription medication that can be used to help control cholesterol and reduce cardiovascular risk. Metoprolol, sacubitril/valsartan, and pitavastatin are not typically impairing and were medications reported by the pilot on his 2021 CMEC. At 0555, the reported wind at Spanish Fork Municipal Airport/Woodhouse Field (KSPK), located approximately 17 miles northeast of the accident site and the closest weather reporting station, was from 340° at 9 knots, gusting to 15 knots. Additional local wind information was available from three remote automated weather stations surrounding the accident site. At 0554, a station located 44 nautical miles northeast of the accident site reported northwest winds at 9 knots, gusting to 16 knots. At 0555, a station 45 nautical miles south of the accident site reported winds from the north-northeast at 8 knots, gusting to 20 mph. Also at 0555, a station located 35 nautical miles northwest of the accident site reported northerly winds at 11 knots, gusting to 14 knots. Temperature and humidity observations were similar across all four reporting locations. KSPK and the three remote stations reported temperatures ranging from 30°C (86°F) to 33°C (92°F), with relative humidity values between 9% and 15%. Based on the reported conditions, the calculated density altitude was 7,236 ft. Dust Devils Neither of the two people who saw the parked airplane observed clouds or thunderstorms in the vicinity at the time of the event but did report observing dust devils in the area. One of those witnesses estimated the wind speed at approximately 5 to 15 mph, with occasionally higher gusts. The property caretaker, who observed dust devils on the day of the accident but did not witness the accident itself, stated that large dust devils are commonly seen in the valley. He noted that associated wind gusts can exceed 60 mph. A review of the pilot’s logbook showed that at the time of the accident, he had accumulated approximately 638 total flight hours, including about 17 hours flown during the 30 days preceding the accident. Most of the pilot's flight experience was acquired between 2022 and 2024. The logbook reflected 60 hours of simulated instrument time, 21 hours of flight simulator time, and 25 hours of night flight time. Most of the recorded flight time consisted of VFR cross-country operations. The pilot was issued a first-class medical certificate in 2004, and no significant medical issues were identified. The pilot completed a Comprehensive Medical Examination Checklist (CMEC) on September 26, 2023. The accident airplane met the definition of a Light Sport Aircraft (LSA). As such, the pilot wasmedically eligible to operate the aircraft using a valid driver's license, provided they complied with the requirements of 14 CFR § 61.53, "Prohibition on operations during medical deficiency," and all other applicable FAA regulations. Examination of the accident site revealed that the airplane impacted a dry, flat agricultural field about 19 miles west of SPK. A solar farm was situated north of the accident site within a bowl-shaped terrain feature surrounded by hills. The airplane came to rest on its right side on a magnetic heading of approximately 120° at an elevation of 5,251 ft mean sea level (msl). The first identified point of contact (FIPC) with terrain was a ground scar approximately 1.5 ft in diameter and 6 inches deep, located adjacent to the nose section of the main wreckage. The debris field was distributed across the flat, open field and extended about 40 ft from the FIPC. All major components of the airplane were accounted for at the accident site. An airplane control locking device (gust lock) was located approximately 22 ft from the right wing on a bearing of 230°. Flight control continuity was established from the cockpit to all primary flight control surfaces. Multiple separations were observed within the flight control system; each exhibited signatures consistent with overload failure. Postaccident examination of the airframe and engine revealed no evidence of mechanical malfunctions or failures that would have precluded normal operation. A Dynon SV-D1000 (S/N 9372) was retained for data recovery. Examination revealed that the device had sustained impact damage in the accident sequence, including damage to the memory module. As a result, no data could be recovered from the unit. ## Aircraft - Registration: [N969RC](https://openairdocs.org/aircraft/N969RC), registered now, S/N 07-240, built 2007 (OpenAirDocs) - Reported make and model: FANTASY AIR SRO ALLEGRO 2007 - Registry model: [Fantasy Air Sro ALLEGRO 2007](https://openairdocs.org/model/fantasy-air-sro-allegro-2007) (registry code 060003H) (OpenAirDocs) - Registry engine: [Rotax 912 series](https://openairdocs.org/engine/rotax-912-series) (registry code 55569, 4 cycle) (OpenAirDocs) - Category: Airplane - Serial number: 07-240 - Year built: 2007 - Airframe hours: 1080.6 - Engines: ROTAX 912UL 80 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Airworthiness certificate: Special, Special light-sport (Special) - Last inspection: Condition, March 4, 2024, 21.5 hours before - Departed: Eureka, UT - Destination: Same as departure - Equipment: Unknown ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 49; injuries: fatal; commercial; airplane ratings: single-engine land; instrument ratings: airplane; medical: basicmed; last flight review October 15, 2021; toxicology performed; flight hours: 638 total, 50 in this make and model, 638 as pilot in command, 46.5 in the last 90 days, 17 in the last 30 days ## Weather - Conditions: Visual (VMC), Day - Wind: 340° at 9 knots, gusting 15 - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 86 °F, dew point 34 °F - Altimeter: 30.06 inHg - Observed at: KSPK, 17 nm away - METAR: METAR KSPK 072355Z AUTO 34009G15KT 10SM CLR 30/01 A3006 ## 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 20240707012019A](https://openairdocs.org/incident/20240707012019A), Jul 7, 2024: Fantasy Air Sro ALLEGRO 2007, Eureka, UT, Substantial damage, 1 fatal. The pilot loss control of the aircraft near Eureka Utah. Subsqently impacted terrain in a nose down attitude in an open praire. The pilot recieved fatal… ## Docket (11 files) The files NTSB released with the investigation on August 26, 2026, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=194620. 97.8 MB in all. - Memorandum for record a�� telephone interviews (item 1, PDF, 4 pages, 137 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=20782942&FileExtension=pdf&FileName=MOR%20Record%20of%20phone%20conversations_Redacted-Rel.pdf - Flight track from commercial source (item 2, PDF, 1 page, 97 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=20783128&FileExtension=pdf&FileName=Flight%20track%20from%20commercial%20source-Rel.pdf - Video file (item 3, MP4, 9.5 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=20754919&FileExtension=mp4&FileName=Snapchat-2027649382-Rel.mp4 - Pilot logbook WPR24FA227 (item 4, PDF, 12 pages, 71.4 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=18924386&FileExtension=pdf&FileName=Pilot%20logbook%20WPR24FA227_Redacted-Rel.pdf - Maintenance logbook WPR24FA227 (item 5, PDF, 12 pages, 5.2 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=20743056&FileExtension=pdf&FileName=Maintenance%20logbook%20WPR24FA227_Redacted-Rel.pdf - WPR24FA227 (eureka, Utah) cockpit display no data email report + picture (item 6, PDF, 2 pages, 5.4 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=20357654&FileExtension=pdf&FileName=WPR24FA227%20(Eureka,%20Utah)%20Cockpit%20Display%20No%20Data%20Email%20Report_Redacted-Rel.pdf - Engine examination summary (item 7, PDF, 7 pages, 760 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=20744603&FileExtension=pdf&FileName=WPR24FA227%20Engine%20Examination%20Summary-Rel.pdf - Toxicological report (item 8, PDF, 1 page, 98 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=20357624&FileExtension=pdf&FileName=FORENSIC%20TOXICOLOGY%20REPORT%20flat_Redacted-Rel.pdf - Accident site examination (item 9, PDF, 10 pages, 2.2 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=20753750&FileExtension=pdf&FileName=ACCIDENT%20SITE%20EXAMINATION-Rel.pdf - Photo array (item 10, PDF, 4 pages, 2.8 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=20708604&FileExtension=pdf&FileName=Photo%20Array-Rel.pdf - Release of aircraft wreckage, NTSB form 6120.15 (item 11, PDF, 1 page, 30 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=20744140&FileExtension=pdf&FileName=Release%20of%20Wreckage%20WPR24FA227_Redacted-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.