Diamond Aircraft Industries DA 20-C1 accident near Spanish Fork, Utah, March 9, 2008
On March 9, 2008 at about 10:20 pm local time, a Diamond Aircraft Industries DA 20-C1, registered N765DC, was substantially damaged in an accident during initial climb near Spanish Fork, Utah (Spanish Fork 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
The fatigue failure of the nose wheel fork assembly attachment stud/bolt during takeoff initial climb, and the collapse of the nose gear during landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 9, 2008 · about 10:20 pm local time
- Place
- Spanish Fork, Utah · Spanish Fork Airport · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Diamond Aircraft Industries DA 20-C1
- Registration
- N765DC · registry record · serial C0165
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During the initial climb after takeoff, the pilot heard a "loud bang" originating from the rear of the airplane, and he decided to circle around the airport and land. As the nose of the airplane settled during the landing roll, the nose wheel strut folded aft into the fuselage, resulting in structural damage to the airframe. Examination of the airplane revealed that the nose wheel fork assembly and tire had separated from the nose wheel strut during takeoff. Examination of the nose wheel fork assembly attachment stud/bolt revealed fracture features consistent with fatigue and overload. Evidence of oxidation and/or corrosion was also present on the fracture surface.
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
- Aircraft structural failure during initial climb defining event
- Landing gear collapse during landing (flare/touchdown)
The NTSB's findings
- cause Aircraft › Aircraft systems › Landing gear system › Nose/tail landing gear › Fatigue/wear/corrosion
- cause Aircraft › Aircraft systems › Landing gear system › Nose/tail landing gear › Failure
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 59 hours in all; 59 in this make and model; 2 in the last 90 days; 17 as pilot in command
- Last flight review: November 1, 2007
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 2,391 hours
- Last inspection: 100-hour inspection, January 1, 2008; 75 hours since
- Maximum gross weight: 1,764 lb
- Seats: 2
- Landing gear: fixed
- Engine: Continental IO-240 (piston); 0 hours total
The flight
- Departed from: U77 Spanish Fork UT at 11:15 pm
- Flight plan: none
- Runway 30, 5,700 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 240° at 5 knots
- Visibility: 10 statute miles
- Sky: a few clouds at 9,000 ft
- Temperature: 46°F (8°C), dew point 25°F (-4°C)
- Altimeter: 30.26 inHg
- Observation at 9:49 pm from KPVU, 5 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight 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.
Other NTSB records under N765DC the same tail number, which may have belonged to a different aircraft at the time
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.