Amateur-built Zodiac CH601HDS accident near Grandfield, Oklahoma, February 1, 2003
On February 1, 2003 at about 7:00 pm local time, a amateur-built Zodiac CH601HDS, registered N474BG, was substantially damaged in an accident near Grandfield, Oklahoma (Chattanooga Sky Harbor airport). It was a flight test under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The loss of engine power for an undetermined reason. Contributing factors were the lack of suitable terrain for the forced landing and the unfavorable wind.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 1, 2003 · about 7:00 pm local time
- Place
- Grandfield, Oklahoma · Chattanooga Sky Harbor · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built Zodiac CH601HDS
- Registration
- N474BG · registry record · serial 63628
- Damage
- Substantial damage
- Flight
- Flight test · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During a test flight on the morning of the accident, the engine was running rough; however, the pilot landed the airplane without further incident. The pilot removed the carburetor screen, cleaned the debris from the screen, and reinstalled the screen. During the accident flight, the oil and water temperature indicated 205-210 degrees, and the flight was returning to the airport. At an airspeed of 70 knots and an altitude of 500 feet agl, there was a total loss of engine power. The pilot performed the emergency landing procedures; however, he was not able to turn the airplane into the wind due to an unsafe landing area east of the airport traffic pattern for the runway. The pilot landed the airplane with a right quartering tailwind (25 knots, gusts 30 knots) in a field. During the landing roll, the nose landing gear struck a berm, the nose landing gear collapsed, and the airplane structure twisted as the airplane came to rest. The reason for the loss of engine power was not determined. The pilot reported the winds were from the southwest at 25 knots with gust to 30 knots. The airplane had accumulated 27.6 hours of the required 40 hours of flight time under the operating limitations for the homebuilt airplane.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record from the NTSB's investigation tables, in plain English
Pilot
- Certificate: airline transport pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 5,043 hours in all; 28 in this make and model; 67 in the last 90 days; 21 in the last 30 days; 3,117 as pilot in command
- Last flight review: October 5, 2001
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 28 hours
- Last inspection: condition inspection, August 31, 2002; 31 hours since
- Maximum gross weight: 1,200 lb
- Seats: 2
- Landing gear: fixed
- Engine: Subaru EA81 (piston); 0 hours total
The flight
- Departed from: 92F Chattanooga OK at 6:40 pm
- Destination: 92F Chattanooga OK
- Flight plan: none
- Runway 17, 3,400 ft by 60 ft
Weather at the time
- Light: daylight
- Wind: from 325° at 25 knots, gusting 30
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 70°F (21°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.