Amateur-built COSMO PHASE II accident near Banks, Oregon, June 17, 2000
On June 17, 2000 at about 7:00 pm local time, a amateur-built COSMO PHASE II, registered N9022F, was destroyed in an accident near Banks, Oregon. It was a personal flight under general aviation rules (Part 91). 1 person was killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's improper installation, i.e., reversed connection, of the rudder control cables resulting in reverse rudder operation and a subsequent stall/spin. A contributing factor was the pilot's intentional design change/addition of a rudder to the aircraft.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 17, 2000 · about 7:00 pm local time
- Place
- Banks, Oregon · map
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built COSMO PHASE II COSMO PHAS
- Registration
- N9022F · registry record · serial RWH01
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot/owner assembled the French Cosmos Phase II single-engine, two place, experimentally registered aircraft and then modified the aircraft with the addition of a rudder. During the fourth flight a witness observed the aircraft 'out of control' and turning/descending in a nose-down attitude to ground impact. An acquaintance of the pilot reported that the pilot had confirmed with him in a conversation the day before the accident and following the third flight in the aircraft, that he was experiencing problems with controllability when using the rudder. Specifically, with the application of substantial rudder, the aircraft would initially yaw in the appropriate direction, and then begin a rapid uncommanded roll in the opposite direction (i.e., right roll with left rudder). Post-crash examination by an FAA inspector revealed that the rudder cables were connected opposite to conventional rigging practices, and that when the right rudder was applied at the foot pedals, a left deflection was observed. Additionally, the rudder pedals were observed to be jammed in the full right rudder position (right pedal forward) at the crash site, and the damage to the wing leading edges was consistent with a left spin at ground impact.
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: private
- Ratings: single-engine land
- Flight time: 133 hours in all; 3 in this make and model; 3 in the last 90 days; 3 in the last 30 days; 80 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: frt
The aircraft
- Airframe total time: 3 hours
- Last inspection: approved inspection programme, June 6, 2000; 3 hours since
- Maximum gross weight: 900 lb
- Seats: 2
- Landing gear: fixed
- Engine: Rotax 582 DC1 (piston); 0 hours total
The flight
- Departed from: Portland OR
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 350° at 4 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 79°F (26°C), dew point 54°F (12°C)
- Altimeter: 29.00 inHg
- Observation at 6:53 pm from HIO, 7 miles away
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.