Diamond Aircraft Ind INC DA 20-C1 accident near Dutch John, Utah, July 10, 2010
On July 10, 2010 at about 7:30 pm local time, a Diamond Aircraft Ind INC DA 20-C1, registered N376DC, was substantially damaged in an accident during landing (flare/touchdown) near Dutch John, Utah (Dutch John 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 pilot’s inadequate compensation for the crosswind conditions and failure to maintain directional control during landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 10, 2010 · about 7:30 pm local time
- Place
- Dutch John, Utah · Dutch John · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Diamond Aircraft Ind INC DA 20-C1
- Registration
- N376DC · registry record · serial C0376
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that while flying he began to experience turbulence and fast-developing clouds. As he approached his destination he observed heavy clouds over the airport and diverted to a nearby alternate airport. Upon approaching the alternate airport he observed moderate weather at his original destination and redirected to the original airport. The approach was uneventful; as the airplane touched down a strong crosswind gust struck the airplane and lifted the right wing. Subsequently the left wing struck the ground, resulting in substantial damage. The pilot reported no mechanical failures or malfunctions with the airframe or engine prior to the accident.
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 on ground during landing (flare/touchdown) defining event
The NTSB's findings
- cause Personnel issues › Task performance › Use of equip/info › Aircraft control › Pilot
- Environmental issues › Conditions/weather/phenomena › Wind › Crosswind › Effect on equipment
- cause Environmental issues › Conditions/weather/phenomena › Wind › Crosswind › Response/compensation
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Directional control › Not attained/maintained
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 100 hours in all; 80 in this make and model; 35 in the last 90 days; 10 in the last 30 days; 100 as pilot in command
- Last flight review: May 17, 2010
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: unk
- Injury: no injuries
The aircraft
- Airframe total time: 2,178 hours
- Last inspection: 100-hour inspection, June 28, 2010; 32 hours since
- Maximum gross weight: 1,770 lb
- Seats: 2
- Landing gear: fixed
- Engine: Cont Motor IO-240-B (piston); 0 hours total
The flight
- Departed from: U77 Spanish Fork UT at 5:39 pm
- Destination: 33U Dutch Jones UT
- Flight plan: none
- Runway 11, 6,000 ft by 60 ft
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 84°F (29°C), dew point 39°F (4°C)
- Altimeter: 30.12 inHg
- Observation at 7:53 pm from VEL, 33 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 N376DC 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.