Amateur-built AVID HAULER accident near Rigby, Idaho, March 7, 2010
On March 7, 2010 at about 8:00 pm local time, a amateur-built AVID HAULER, registered N22EJ, was substantially damaged in an accident during initial climb near Rigby, Idaho (Rigby-Jefferson Co Arpt airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
A loss of engine power during takeoff for undetermined reasons.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 7, 2010 · about 8:00 pm local time
- Place
- Rigby, Idaho · Rigby-Jefferson Co Arpt · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built AVID HAULER
- Registration
- N22EJ · registry record · serial 456
- 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 immediately after takeoff, at approximately 300 feet above ground level, the engine of the experimental amateur-built airplane lost power. During the forced landing, the airplane's tundra tires broke through the snow-covered surface crust and the airplane nosed over and came to rest inverted. The fuselage and empennage sustained structural damage. The pilot stated that the engine manufacturer’s manual recommended using an electrical fuel pump, which was not installed on the accident airplane. The pilot stated that even though the airplane was a high-wing design, the high angle of attack during takeoff likely prevented the gravity feed system from delivering fuel fast enough to maintain engine power. During the postaccident engine inspection, no abnormalities were found which would have precluded normal operation.
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 engine power (total) during initial climb defining event
- Off-field or emergency landing during emergency descent
- Nose over/nose down during landing (landing roll)
The NTSB's findings
- cause Aircraft › Aircraft power plant › Engine (reciprocating) › (general) › Failure
- Environmental issues › Physical environment › Terrain › Snowy/icy › Not specified
- cause Not determined › Not determined › (general) › (general) › Unknown/Not determined
Pilot
- Certificate: private
- Ratings: single-engine land; rotorcraft: helicopter
- Flight time: 260 hours in all; 9 in this make and model
- Last flight review: December 3, 2004
- Medical certificate: Class 3 (without waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 160 hours
- Last inspection: condition inspection, January 5, 2010
- Maximum gross weight: 1,154 lb
- Seats: 2
- Landing gear: fixed
- Engine: Rotax (piston); 0 hours total
The flight
- Departed from: U56 Rigby ID at 7:58 pm
- Destination: U56 Rigby ID
- Flight plan: none
- Runway 01, 3,500 ft by 50 ft
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 39°F (4°C), dew point 27°F (-3°C)
- Altimeter: 29.79 inHg
- Observation at 7:53 pm from RXE, 23 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight 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.