Amateur-built CHALLENGER TWO accident near Moses Lake, Washington, June 10, 2009
On June 10, 2009 at about 11:10 pm local time, a amateur-built CHALLENGER TWO, registered N7095K, was substantially damaged in an accident during approach (VFR go-around) near Moses Lake, Washington (Moses Lake Municipal airport). It was an instructional flight under general aviation rules (Part 91). 1 person had minor injuries; 1 other was unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The student pilot's inadequate compensation for the crosswind condition and failure to maintain lateral roll control of the airplane. Also causal was the flight instructor's failure to effectively communicate his instruction to relinquish the flight controls to the student pilot and his inadequate supervision of the flight.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 10, 2009 · about 11:10 pm local time
- Place
- Moses Lake, Washington · Moses Lake Municipal · map
- Type
- Accident
- Injuries
- 1 person had minor injuries; 1 other was unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built CHALLENGER TWO
- Registration
- N7095K · no longer on the register · serial CH2 0193-0942
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The flight instructor said that after completing a series of maneuvers in the local practice area, he had the student pilot enter the traffic pattern for runway 16. The student pilot was to execute a low approach above the runway and then go around. During the low approach as the airplane passed midfield, the right wing of the airplane began to lift up, and the airplane veered to the left of the runway. The student added full power. The flight instructor announced to the student pilot that he was taking control of the airplane. Despite the flight instructor’s attempts to level the wings and gain air speed to begin a climb, the left wing of the airplane impacted a stationary unoccupied airplane. The flight instructor added that in subsequent discussions with the student pilot, the student pilot informed him that he did not hear the flight instructor announce that he was taking control and never relinquished control of the airplane. The flight instructor stated that "at full power," the engine noise was "high enough to make communication impossible." Examination of the airplane by a Federal Aviation Administration inspector revealed that the left and right wings were structurally damaged. The inspector reported that flight control continuity was established throughout the airplane to all primary flight controls. The reported wind at the time of the accident was 250 degrees for 8 knots, which equates to a right crosswind component of 8 knots.
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
- Loss of control in flight during approach (VFR go-around) defining event
- Collision with terrain or object (not controlled flight into terrain) during approach (VFR go-around)
The NTSB's findings
- Environmental issues › Task environment › Physical workspace › Noise › Effect on personnel
- cause Personnel issues › Task performance › Communication (personnel) › Lack of communication › Instructor/check pilot
- Environmental issues › Conditions/weather/phenomena › Wind › Crosswind › Effect on operation
- cause Personnel issues › Task performance › Use of equip/info › Aircraft control › Student pilot
- cause Environmental issues › Conditions/weather/phenomena › Wind › Crosswind › Response/compensation
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Lateral/bank control › Not attained/maintained
- cause Personnel issues › Psychological › Attention/monitoring › Monitoring other person › Instructor/check pilot
Flight instructor
- Certificate: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; single-engine sea; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 1,826 hours in all; 171 in this make and model; 77 in the last 90 days; 21 in the last 30 days; 1,801 as pilot in command; 1,258 on instruments
- Last flight review: January 10, 2008
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: rear
- Injury: no injuries
Dual student
- Certificate: student
- Flight time: 25 hours in all; 18 in this make and model; 0 in the last 90 days; 0 in the last 30 days; 0 as pilot in command
- Medical certificate: None
- Seat: frt
- Injury: minor injuries
The aircraft
- Airframe total time: 174 hours
- Last inspection: condition inspection, June 8, 2009; 0 hours since
- Maximum gross weight: 1,320 lb
- Seats: 2
- Landing gear: fixed
- Engine: Hirth 2703 (piston); 0 hours total
- Operator: Angel Wings Aviation LLC
The flight
- Departed from: W20 Moses Lake WA at 10:49 pm
- Destination: W20 Moses Lake WA
- Flight plan: none
- Runway 16, 2,513 ft by 50 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 250° at 8 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 81°F (27°C), dew point 39°F (4°C)
- Altimeter: 29.81 inHg
- Observation at 10:52 pm from KMWH, 5 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | 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.