N23BD

HISTORY OF FLIGHTOn September 1, 2024, about 1045 mountain daylight time, an American Champion Aircraft 8GCBC, N23BD, was destroyed when it was involved in an accident near Meeteetse, Wyoming. The pilot sustained serious injuries, and the passenger was fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

A family member of the passenger reported that the intent of the flight was to spread the ashes of a recently deceased family member over the Shoshone National Forest. On the day of the accident flight, the pilot and passenger met at Yellowstone Regional Airport (COD), Cody, Wyoming, to overfly the national forest. The family member added that she observed the airplane overfly her location in the national forest, circle, and then depart to the west.

The pilot reported that the intent of the flight was to depart to a predetermined GPS location, locate the passenger’s relatives on the ground, and spread the ashes. After arriving at the GPS location, they observed the family members on the ground, circled, and spread the ashes. After releasing the ashes, the pilot leveled the airplane and applied engine power. He stated that the airplane “reached an altitude where it could not climb” and that the airspeed was near stall speed. He did not recall the airplane’s altitude at the time it stopped climbing, and reported that due to his injuries, he did not recall any of the subsequent events of the flight.

Two hunters, one of whom was a rated pilot, were hunting in the area of the accident. The pilot-rated witness said that he did not see the accident sequence, but heard a sputtering engine followed by the sound of an airplane impacting terrain with a “loud bang.” Black smoke was observed emanating from a group of trees about 3/4 mile from their location.

Recorded ADS-B flight track data showed that the airplane departed COD and flew in a southerly direction toward the Shoshone National Forest. The data depicted a series of heading and altitude changes consistent with the family member’s statement. The ADS-B data showed that, at 1041:18, the airplane was on a northeasterly heading at an altitude about 8,625 ft mean sea level (msl) with a groundspeed of 102 knots (kts). About 33 seconds later, the airplane made a left turn to a southwest heading and descended to an altitude about 8,550 ft msl. The airplane’s ground speed at this point was 113 kts. The airplane continued on a southwesterly heading toward an area of rising terrain and climbed to an altitude about 9,625 ft msl until flight track data ended about ½ mile northeast of the accident site, as shown in figure 1 below. The last two data points showed decreasing ground speed as the airplane climbed, with the last recorded ground speed at 63 kts.

Figure 1: View of airplane flight track. AIRCRAFT INFORMATIONThe pilot reported that the airplane’s gross weight at the time of the accident was 1,960 lbs. According to the airplane’s flight manual, the service ceiling for the airplane was 14,500 ft and the maximum gross weight was 2150 lbs. The Pilot’s Operating Manual for the airplane indicated an approximate climb performance of 679 to 549 feet per minute (fpm) at a pressure altitude range between 8,000 ft and 11,000 feet. METEOROLOGICAL INFORMATIONThe National Weather Service (NWS) Surface Analysis Chart valid at the time of the accident depicted high-pressure systems over western Wyoming and a stationary front extending southeastward across Montana into central Wyoming. The station models depicted light wind over the area and clear skies.

High-Resolution Rapid Refresh (HRRR) numerical model data was obtained from the NOAA Air Resources Laboratory archive for 1100 over the closest grid point to the accident site. The sounding vertical wind profile showed wind from the southwest with little variation in direction with height, with the winds increasing to 15 knots about 12,000 ft. No strong vertical wind shear was noted. The density altitude was 11,600 ft.

Given the low relative humidity in the area of the accident site, conditions were not conducive to the development of carburetor icing. AIRPORT INFORMATIONThe pilot reported that the airplane’s gross weight at the time of the accident was 1,960 lbs. According to the airplane’s flight manual, the service ceiling for the airplane was 14,500 ft and the maximum gross weight was 2150 lbs. The Pilot’s Operating Manual for the airplane indicated an approximate climb performance of 679 to 549 feet per minute (fpm) at a pressure altitude range between 8,000 ft and 11,000 feet. WRECKAGE AND IMPACT INFORMATIONThe airplane impacted mountainous terrain along the southern edge of a valley about 37 miles southwest of COD. The first identified point of contact was a 150- to 175-ft-tall tree that exhibited damaged limbs near its top. The debris path was oriented on a heading of about 210° magnetic and was about 200 ft in length from the initial tree impact to the main wreckage. Various portions of airplane’s flight control surfaces and propeller fragments, as well as damaged trees, were observed throughout the debris path.

Postaccident examination of the airplane was limited due to impact damage and post-crash fire. Examination of the wreckage revealed that the fuselage came to rest upright on a heading of about 240° magnetic at an elevation of 9,850 ft msl. The instrument panel exhibited thermal and impact damage. The flight controls were only observed in the forward seat station. The forward flight control was fracture-separated at the torque tube attachment point.

The airplane’s fuel system was mostly destroyed by post-impact fire. Aluminum pooling and remnants of the wing fuel tanks were observed throughout the left and right wing areas.

The engine remained attached to the engine mount and fuselage and exhibited thermal damage. Thermal and impact damage was observed on both left and right ignition harnesses. Both magnetos were mostly destroyed and thermally damaged. The carburetor was separated from the intake plenum and was consumed by thermal damage. The accessory case was partially consumed by fire.

The crankcase was disassembled, and the engine crankshaft and camshaft were removed. A slight bend was observed on the crankshaft about mid span, consistent with impact damage. No scoring was observed on the crankcase journals or bearings. The connecting rods remained attached to the crankshaft, were void of lubrication, and rotated with slight resistance, consistent with postaccident fire. The engine-driven oil pump was present but thermally damaged and could not be removed from the accessory case, consistent with post-accident fire damage. TESTS AND RESEARCHThe forward flight control was sent to National Transportation Safety Board Materials Laboratory, Washington, DC, for examination. The examination of the fracture surface revealed signs of melting and solidification, consistent with exposure to high temperatures for an extended time. All fracture surfaces examined showed evidence of melting and solidification.