Skykits Savannah ADV accident near Lava Hot Spring, Idaho, September 14, 2007
On September 14, 2007 at about 4:30 pm local time, a Skykits Savannah ADV, registered N769R, was substantially damaged in an accident near Lava Hot Spring, Idaho (Lava Hot Springs Airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
Failure of the pilot to maintain aircraft control during landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 14, 2007 · about 4:30 pm local time
- Place
- Lava Hot Spring, Idaho · Lava Hot Springs Airport
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Skykits Savannah ADV
- Registration
- N769R · no longer on the register · serial 06-07-51-509
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot had been recently certified as a light sport airplane instructor and wanted to become more proficient with crosswind landings from the right seat. The first takeoff and landing were normal. On the second landing, the pilot noted a moderate, variable crosswind, along with turbulent conditions. He maintained an airspeed of about 5 knots faster for taking off and landing. The pilot stated that as he flared for landing, the airplane floated down the runway as a result of "ground level turbulence." The nose unexpectedly dropped and struck the ground. The nose landing gear collapsed and the airplane nosed over, which caused structural damage to the fuselage. The pilot further reported that he had trimmed the airplane with a "significant nose-high attitude." However, based on manufacturer's illustration of the positions of the pivot plate and hinge point, the airplane had in fact been trimmed to a full nose-down position. A Safety Board metallurgist examined the elevator trim aft control rod and reported that the downward bending deformation at the fracture location was consistent with an overstress fracture under compression loading and no mechanical or design anomalies were noted.
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: flight instructor, private
- Ratings: single-engine land; instructor: sport pilot; instrument: airplane
- Flight time: 1,775 hours in all; 53 in this make and model; 50 in the last 90 days; 24 in the last 30 days; 1,772 as pilot in command
- Last flight review: September 1, 2007
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 63 hours
- Last inspection: annual inspection, May 1, 2007; 63 hours since
- Maximum gross weight: 1,234 lb
- Seats: 2
- Landing gear: fixed
- Engine: Rotax 912 ULS (piston); 0 hours total
The flight
- Departed from: 00E Lava Hot Spring ID at 4:12 pm
- Destination: 00E Lava Hot Spring ID
- Flight plan: none
- Runway 32, 2,894 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 150° at 23 knots
- Visibility: 20 statute miles
- Sky: a few clouds at 3,000 ft
- Temperature: 68°F (20°C), dew point 36°F (2°C)
- Observation at 4:42 pm from U78, 20 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.