Amateur-built SKY RAIDER 1 accident near Nampa, Idaho, June 22, 2021
On June 22, 2021 at about 1:08 am local time, a 2000 amateur-built SKY RAIDER 1, registered N8010B, was substantially damaged in an accident during approach (VFR pattern downwind) near Nampa, Idaho (Nampa Muni 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 total loss of engine power due to the pilot’s failure to premix the two-cycle oil/gasoline mixture, which resulted in a forced landing in a field and collision with terrain.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 22, 2021 · about 1:08 am local time
- Place
- Nampa, Idaho · Nampa Muni · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built SKY RAIDER 1, built 2000
- Registration
- N8010B · registry record · serial 6139425
- 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, during preflight, he added five gallons of gasoline into the airplane’s fuel tank. He also measured out the two-cycle engine oil that was to be premixed with the gasoline then set it aside. Shortly after takeoff, and while in the traffic pattern, the engine lost power. The pilot initiated a forced landing in an open field, where the airplane impacted tall grass and nosed over, substantially damaged the left wing. Upon returning to the hangar, the pilot saw the oil he had set aside and realized that it was not added to the gasoline. The pilot reported that there were no preaccident mechanical malfunctions or failures with the airplane that 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 approach (VFR pattern downwind) defining event
- Off-field or emergency landing during emergency descent
The NTSB's findings
- Aircraft › Fluids/misc hardware › Fluids › Fuel additive › Fluid management
- Personnel issues › Action/decision › Action › Lack of action › Pilot
Pilot
- Certificate: student
- Flight time: 500 hours in all; 10 in this make and model; 45 as pilot in command
- Medical certificate: None
- Seat: sngl
- Injury: no injuries
The aircraft
- Seats: 1
- Landing gear: fixed
- Engine: Rotax 447 (piston); 0 hours total
The flight
- Flight plan: none
- Runway 29, 5,000 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: from 150° at 5 knots
- Visibility: 10 statute miles
- Temperature: 66°F (19°C), dew point 48°F (9°C)
- Altimeter: 30.01 inHg
- Observation at 7:15 am from KMAN, 1 miles away
Weather report (METAR): KMAN 211315Z AUTO 15005KT 10SM 19/09 A3001 RMK A01
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The NTSB has not released the docket for this case yet. The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), is usually released when the investigation is nearly complete, and the list here is refreshed when it appears. Check 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.