Aero Commander CALLAIR A 9 accident near Morgan, Utah, June 24, 2017
On June 24, 2017 at about 11:15 pm local time, a 1967 Aero Commander CALLAIR A 9, registered N7662V, was substantially damaged in an accident during enroute (cruise) near Morgan, Utah. It was a positioning flight 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 pilot’s failure to see and avoid transmission wires.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 24, 2017 · about 11:15 pm local time
- Place
- Morgan, Utah · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Aero Commander CALLAIR A 9, built 1967 · all CALLAIR A 9s on the register
- Registration
- N7662V · no longer on the register · serial 1390
- Damage
- Substantial damage
- Flight
- Positioning flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that, during a positioning flight, about 500 ft, he was flying along a highway, and the airplane struck transmission wires. He added that he turned back to the departure airport and landed without further incident. The airplane sustained substantial damage to both wings. The pilot reported that there were no preaccident mechanical failures or malfunctions with the airplane that would have precluded normal operation. According to an employee of the power company, the struck transmission wires were about 93 to 100 ft above the ground.
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
What happened, in order
- Controlled flight into terrain or object (CFIT) during enroute (cruise) defining event
The NTSB's findings
- cause Personnel issues › Psychological › Attention/monitoring › Monitoring environment › Pilot
- cause Environmental issues › Physical environment › Object/animal/substance › Wire › Effect on operation
Pilot
- Certificate: commercial pilot
- Ratings: single-engine land; rotorcraft: helicopter
- Flight time: 416.7 hours in all; 20 in this make and model; 29.1 in the last 90 days; 12.6 in the last 30 days; 324.6 as pilot in command
- Last flight review: June 9, 2016
- Medical certificate: Class 3 (without waivers/limitations)
- Seat: sngl
- Injury: no injuries
The aircraft
- Airframe total time: 4,158.7 hours
- Last inspection: annual inspection, June 15, 2016
- Seats: 1
- Landing gear: fixed
- Engine: Lycoming O-540-B2B5 (piston); 4,347 hours total
- Operator: Elk Mountain Soaring LLC
The flight
- Departed from: 42U Morgan UT at 11:00 pm
- Destination: 36U Heber UT
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 010° at 5 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 82°F (28°C), dew point 34°F (1°C)
- Altimeter: 30.17 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
3 documents, released by the NTSB on August 22, 2017. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
| # | Document | What it is | |
|---|---|---|---|
| 1 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 | PDF, 9 pages | View Download |
| 2 | Transmission Wire Specs | PDF, 2 pages | View Download |
| 3 | Accident Photo | PDF, 1 page | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
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.