An amateur-built, experimental CCX-1865 Carbon Cub, registered N126C, was substantially damaged in an accident near Montour, Idaho, on January 27, 2026, at about 1100 local time. The airplane came to rest inverted in ice-covered shallow water near the middle of a reservoir. The pilot and a pilot-rated passenger were fatally injured. No ground injuries were reported, and there was no post-accident fire or explosion.
According to a witness account summarized in the preliminary information, the pilot was observed pulling the airplane from a hangar at Emmett, Idaho (S78) and stated that a pilot-rated passenger was scheduled to meet at 1000 for a flight. The pilot refueled the airplane with 20 gallons of fuel and conducted one circuit in the traffic pattern. During that short flight, the pilot-rated passenger arrived at S78 and parked an airplane.
ADS-B data indicated the Carbon Cub departed S78 at about 1022 and flew northwest for about 5 miles, climbing to a maximum altitude of about 3,075 ft mean sea level (msl). The airplane returned to S78 at about 1032, consistent with the reported traffic-pattern flight. The airplane then departed again at about 1042 and proceeded east.
During the second departure, ADS-B data showed the airplane maneuvering near the east side of Lanham Field, described as a private airport. Recorded altitude varied from about 3,850 ft msl to about 4,325 ft msl. The airplane completed one counterclockwise circle, then turned and completed a second circle in a clockwise direction. After these maneuvers, the airplane headed northeast and continued on an eastward track that paralleled the south side of Black Canyon reservoir.
As the airplane neared the east end of the canyon, ADS-B data showed a descent from about 4,400 ft msl to about 3,950 ft msl. The last ADS-B point recorded by the Federal Aviation Administration was about 1.5 miles west of Montour. Additional ADS-B data provided by a third-party service showed the airplane continued descending and then turned left about 180 degrees over Montour. The third-party track data temporarily ended when the airplane was over Montour.
A witness located near the Payette River in Montour reported seeing a red and gray airplane cross the river at low altitude from south to north and then again from north to south. The witness stated the airplane was about 50 ft or less above the ground before it disappeared behind trees. The witness also reported a loss of electrical power to the home at about 1105.
A second witness, located in a private residence about 0.7 mile from the accident site, reported seeing the airplane fly past at very low altitude and then “nose over” into the water. The witness also reported losing power at that time. The third-party ADS-B data reappeared and recorded the airplane at about 2,125 ft msl and about 550 ft east of the accident site, as well as about 440 ft east of a set of power distribution lines. The preliminary information stated the power distribution lines crossed the reservoir from north to south and were about 150 to 200 ft above the water.
The airplane came to rest inverted in ice-covered shallow water near the middle of the reservoir. The first point of probable impact was described as a large, fractured circle of ice directly in front of the wreckage. All major components of the airplane, except the main landing gear, remained attached to or were collocated with the fuselage. The left main landing gear separated from the underside of the fuselage and was found nearly underneath the power distribution lines.
The preliminary information noted the left main landing gear exhibited impact marks and striations on the leading edge of the forward strut and the left-side landing gear shock absorber. Law enforcement reported a brief period of power interruption to local homes about the time of the accident. The airplane was recovered to a secure facility for further examination.
Findings and probable cause: The published preliminary information did not include findings or a probable cause.
AviationBeacon Insight
Operations conducted at very low altitude reduce reaction time and can compress pilot workload, particularly near terrain features and over water. Obstacles such as power distribution lines may be difficult to detect visually depending on background contrast, viewing angle, and scan discipline, and risk management typically includes conservative altitude margins when operating outside defined takeoff and landing phases. When maneuvering near populated areas or across a reservoir, maintaining obstacle clearance and avoiding fixation can be a key procedural focus, especially if maneuvering includes multiple turns and changes in altitude.
Pilot Perspective: When operating near rivers or reservoirs, what minimum personal altitude margin do you use to manage wire and obstacle clearance outside takeoff and landing?
We welcome operational perspectives from readers.
