Amateur-built BEARHAWK FOUR accident near Sandpoint, Idaho, May 13, 2026
On May 13, 2026 at about 2:40 am local time, a 2026 amateur-built BEARHAWK FOUR, registered N953CN, was substantially damaged in an accident during landing (landing roll) near Sandpoint, Idaho (Olmstead Sky Ranch 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 NTSB has not yet published a probable cause for this accident. Investigations usually take one to two years; this page updates when the final report is released.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 13, 2026 · about 2:40 am local time
- Place
- Sandpoint, Idaho · Olmstead Sky Ranch · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built BEARHAWK FOUR, built 2026
- Registration
- N953CN · registry record · serial 443-87/88
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative preliminary · quoted from the NTSB record
On May 12, 2026, about 1940 Pacific daylight time (PDT), an experimental amateur-built Bearhawk Four airplane, N953CN, was substantially damaged when it was involved in an accident at Olmstead Sky Ranch in Sandpoint, Idaho. The pilot was uninjured, and the passenger sustained a minor injury. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. The pilot and a pilot-rated passenger were landing at the conclusion of the second test flight of the tailwheel-equipped airplane. The pilot reported that after the airplane touched down he noticed the right brake seemed to drag, and the airplane deviated progressively harder to the right. The pilot applied rudder and left brake inputs to compensate. As the airplane slowed, it nosed over and came to rest inverted, resulting in substantial damage to the rudder, wings, and wing strut. The right brake remained locked after the airplane came to rest, and during the recovery of the airplane from the runway. The airplane was retained for further examination.
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
- Sys/Comp malf/fail (non-power) during landing (landing roll) defining event
The aircraft
- Airframe total time: 1 hours
- Last inspection: condition inspection, April 21, 2026; 1 hours since
- Maximum gross weight: 2,500 lb
- Seats: 4
- Landing gear: fixed
The flight
- Flight plan: none
- Runway 16/3, 3,000 ft by 50 ft
- A second pilot was aboard
Weather at the time
- Light: dusk
- Wind: from 060° at 7 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 72°F (22°C), dew point 36°F (2°C)
- Altimeter: 29.84 inHg
- Observation at 7:35 pm from KSZT, 3 miles away
Weather report (METAR): METAR KSZT 130235Z AUTO 06007KT 10SM CLR 22/02 A2984 RMK AO2
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 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.