Aviat Aircraft INC A-1A accident near Yellow Pine, Idaho, August 15, 2022
On August 15, 2022 at about 12:30 pm local time, a Aviat Aircraft INC A-1A, registered N26HV, was substantially damaged in an accident during initial climb near Yellow Pine, Idaho (Johnson Creek airport). It was a personal flight under general aviation rules (Part 91). 2 people were killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to maintain adequate airspeed during an initial climb, which resulted in the exceedance of the critical angle of attack, subsequent aerodynamic stall, and impact with terrain. Contributing was the pilot’s decision to operate the airplane above its maximum gross weight.
Source: NTSB aviation accident database, copy made November 2, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 15, 2022 · about 12:30 pm local time · cases in 2022
- Place
- Yellow Pine, Idaho · Johnson Creek · cases near this airport · map
- Type
- Accident
- Injuries
- 2 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Aviat Aircraft INC A-1A · all A-1As on the register
- Registration
- N26HV · registry record · serial 1410
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
A video of the accident flight showed the airplane departed runway 35 and became airborne within the first half of the runway. As the airplane reached mid-field, it made a climbing right turn over the trees and disappeared from the camera view. The airplane impacted terrain shortly thereafter. The sound of the engine running can be heard throughout the video. Postaccident examination of the airplane revealed no evidence of any preexisting mechanical malfunction that would have precluded normal operation. A review of weight and balance information showed that, at the time of departure, the airplane was likely about 229 lbs over its maximum gross weight. Additionally, although the loading and seating positions could not be verified, an estimated calculation placed the airplane’s center of gravity (CG) outside of the manufacturer’s tested/approved CG envelope. Flight track data retrieved from a personal electronic device (PED), showed that the airplane’s speed decreased to 45 knots during the takeoff climb. The airplane's increased weight would have resulted in an increased stall speed. Given the increased airplane weight and the slow airspeed during the takeoff climb, it is likely that the pilot exceeded the airplane’s critical angle of attack, which resulted in an aerodynamic stall and subsequent impact with terrain.
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 initial climb defining event
- Collision with terrain or object (not controlled flight into terrain) during initial climb
The NTSB's findings
- Personnel issues › Task performance › Use of equip/info › Aircraft control › Pilot
- Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Angle of attack › Capability exceeded
- Aircraft › Aircraft oper/perf/capability › Aircraft capability › Maximum weight › Capability exceeded
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 173.4 hours in all; 164.3 in this make and model
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: unk
- Injury: fatal
Passenger
- Seat: unk
- Injury: fatal
The aircraft
- Airframe total time: 1,310.3 hours
- Last inspection: annual inspection, December 20, 2021
- Maximum gross weight: 1,890 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-360-A1P (piston); 0 hours total
The flight
- Flight plan: none
- Runway 35, 3,400 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 210° at 3 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 50°F (10°C), dew point 37°F (3°C)
- Altimeter: 30.16 inHg
- Observation at 6:51 am from KMYL, 26 miles away
Weather report (METAR): METAR KMYL 151251Z AUTO 21003KT 10SM CLR 10/03 A3016 RMK AO2 SLP168 T01000033 $=
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 1 |
Photographs from the investigation 5 pictures from the NTSB's docket, as the NTSB released them
Photo 1 – Left side view of accident airplane.
Photo 2 - Right side view of accident airplane.
Photo 3 – View of accident airplane empennage.
Photo 4 – View of accident airplane during examination.
Photo 5 - View of accident airplane empennage during examination.The NTSB's photographs with the NTSB's captions, at screen size. Open a picture to see it full size or to report one that should not be shown.
Documents from the investigation the NTSB's docket: the evidence folder behind the report
22 documents, released by the NTSB on March 6, 2024. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
Other NTSB records under N26HV the same tail number, which may have belonged to a different aircraft at the time
Connections how this case links to the rest of the register
- N26HV on the register today · the tail number may have moved to another aircraft since
- Aviat Aircraft Inc A-1 Husky 896 registered today · the model family and its accident history
- Engine: Lycoming O-360-A1P 302 aircraft carry this series today · as the NTSB recorded it
- Johnson Creek Airport · nearest airport
- Accidents and incidents in Idaho 1,535 since 1982 · 288 in the last ten years
- Idaho 4,201 aircraft registered
- Other NTSB records under N26HV 2 records · the number may have belonged to another aircraft at the time
The whole map of how records connect · these connections as data: /graph/accident/WPR22FA304.json.
The bigger picture in Aviation Analytics: accidents over time since 1982, by model, by phase of flight and conditions, by place and on the map.
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 does not name anyone involved, its policy at this time. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.