On September 1, 2024, an AMERICAN CHAMPION AIRCRAFT 8GCBC (registration N23BD) was involved in an aviation accident near Meeteetse, WY. One person was killed. Investigators recorded the probable cause as: The pilot’s decision to continue the flight over rising terrain at a low altitude in a high-elevation, high-density-altitude environment. This summary draws on records from NTSB; 12 related events involving the same aircraft type or operator are linked below.
On September 1, 2024, an American Champion 8GCBC, N23BD, was destroyed near Meeteetse, Wyoming, during a personal flight to scatter ashes. The pilot was seriously injured, and the passenger was killed.
Accident Overview and Flight Intent On September 1, 2024, at approximately 1045 mountain daylight time, an American Champion Aircraft 8GCBC, registration N23BD, was destroyed in an accident near Meeteetse, Wyoming. The aircraft was operating as a personal flight under Title 14 Code of Federal Regulations Part 91. The pilot sustained serious injuries, while the passenger was fatally injured. The flight's purpose was to scatter the ashes of a recently deceased family member over the Shoshone National Forest. The pilot and passenger met at Yellowstone Regional Airport (COD) in Cody, Wyoming, before departing for the designated area. After arriving at a predetermined GPS location, the pilot observed family members on the ground, circled, and released the ashes. Following the release, the pilot leveled the aircraft and applied engine power. The pilot reported that the aircraft reached an altitude where it could not climb and that airspeed was near stall speed. Due to his injuries, the pilot did not recall subsequent events. Witnesses in the area, including two hunters, reported hearing a sputtering engine followed by a loud impact. Black smoke was observed from a group of trees approximately three-quarters of a mile from the accident site. ADS-B data indicated the aircraft departed COD and flew south toward the Shoshone National Forest. At 1041:18, the aircraft was on a northeasterly heading at approximately 8,625 feet mean sea level (msl) with a groundspeed of 102 knots. It then turned southwest and descended to about 8,550 feet msl before climbing to approximately 9,625 feet msl. The flight track ended about one-half mile northeast of the accident site, with the last recorded groundspeed at 63 knots. ## Aircraft and Meteorological Conditions The pilot reported the aircraft's gross weight at the time of the accident was 1,960 pounds. The aircraft's service ceiling was 14,500 feet, and its maximum gross weight was 2,150 pounds. The Pilot's Operating Manual indicated a climb performance of 679 to 549 feet per minute at pressure altitudes between 8,000 and 11,000 feet. Meteorological data showed high-pressure systems over western Wyoming and a stationary front extending southeastward across Montana into central Wyoming. Winds were light, and skies were clear. High-Resolution Rapid Refresh (HRRR) model data indicated winds from the southwest, increasing to 15 knots at about 12,000 feet, with no strong vertical wind shear. The density altitude was 11,600 feet. Low relative humidity made carburetor icing unlikely. ## Wreckage and Impact Details The aircraft impacted mountainous terrain along the southern edge of a valley, approximately 37 miles southwest of COD. The first point of contact was a tree 150 to 175 feet tall, with damaged limbs near its top. The debris path was oriented on a heading of about 210° magnetic and extended approximately 200 feet to the main wreckage. The fuselage came to rest upright on a heading of about 240° magnetic at an elevation of 9,850 feet msl. The instrument panel sustained thermal and impact damage. The forward flight control was fracture-separated at the torque tube attachment point. The fuel system was largely destroyed by post-impact fire, with aluminum pooling and remnants of wing fuel tanks observed in the left and right wing areas. The engine remained attached to the engine mount and fuselage but exhibited thermal damage. Both magnetos were mostly destroyed, and the carburetor was separated from the intake plenum and consumed by fire. The crankshaft showed a slight bend consistent with impact damage, while the connecting rods remained attached but were void of lubrication due to postaccident fire. ## Laboratory Examination The forward flight control was sent to the National Transportation Safety Board Materials Laboratory in Washington, DC. Examination of the fracture surface revealed signs of melting and solidification, consistent with prolonged exposure to high temperatures. All fracture surfaces examined showed similar evidence of melting and solidification.