# NTSB CEN24LA357: Diamond DA42, N705JP, Mandan, ND, September 1, 2024 - Type: NTSB accident investigation - Classification: Accident · No injuries · Class 3 · Limited · Final report - Date: September 1, 2024, 15:20 local (20:20 UTC) - Place: Mandan, ND - Coordinates: 46.77369, -100.89914 - Nearby events: https://openairdocs.org/map.md?lat=46.7737&lon=-100.8991&mi=10 - Phase of flight: [Landing](https://openairdocs.org/ntsb-phases/550) (OpenAirDocs' grouping) - Defining event: [Landing-landing roll: Runway excursion](https://openairdocs.org/ntsb-events/300) - Highest injury: No injuries - Injuries: 2 uninjured - Status: Completed, report July 29, 2026 - Report: Approved by Office Director - Investigation class: Class 3 - NTSB office: Central Region - Parties: FAA - Fargo FSDO - NTSB case key (mKey): 195117 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=CEN24LA357 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/195117/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=195117 - Page: https://openairdocs.org/ntsb/CEN24LA357 ## Probable cause The pilot’s failure to perform a go-around following an unstable approach while landing with a tailwind, which resulted in the airplane touching down long on the runway with insufficient distance to stop. Contributing to the accident was the pilot’s selected flap setting which increased the airplane’s landing roll. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Wind: tailwind](https://openairdocs.org/ntsb-findings/03034015): Environmental issues › Conditions/weather/phenomena · Effect on operation (probable cause); cases with it: [Diamond Aircraft Ind DA 42 NG, 1 case](https://openairdocs.org/ntsb-findings/03034015/cases.md?model=2990105), [All aircraft, 594 cases](https://openairdocs.org/ntsb-findings/03034015/cases.md) - [Info processing/decision: decision making/judgment](https://openairdocs.org/ntsb-findings/02041520): Personnel issues › Action/decision · Pilot (probable cause); cases with it: [Diamond Aircraft Ind DA 42 NG, 1 case](https://openairdocs.org/ntsb-findings/02041520/cases.md?model=2990105), [All aircraft, 3,098 cases](https://openairdocs.org/ntsb-findings/02041520/cases.md) - [Object/animal/substance: runway/taxi/approach light](https://openairdocs.org/ntsb-findings/03022012): Environmental issues › Physical environment · Contributed to outcome; cases with it: [Diamond Aircraft Ind DA 42 NG, 1 case](https://openairdocs.org/ntsb-findings/03022012/cases.md?model=2990105), [All aircraft, 106 cases](https://openairdocs.org/ntsb-findings/03022012/cases.md) - [Use of equip/info: use of equip/system](https://openairdocs.org/ntsb-findings/02063015): Personnel issues › Task performance · Pilot; cases with it: [Diamond Aircraft Ind DA 42 NG, 2 cases](https://openairdocs.org/ntsb-findings/02063015/cases.md?model=2990105), [All aircraft, 1,391 cases](https://openairdocs.org/ntsb-findings/02063015/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Landing-landing roll: Runway excursion](https://openairdocs.org/ntsb-events/300) (defining event); cases with it: [Diamond Aircraft Ind DA 42 NG, 2 cases](https://openairdocs.org/ntsb-events/300/sequence.md?model=2990105), [All aircraft, 3,643 cases](https://openairdocs.org/ntsb-events/300/sequence.md) ## Analysis The pilot estimated that he touched down about 100 ft past the numbers while landing. He attempted to decelerate, keeping constant pressure on the brakes. The pilot stated that the brakes were not working until he approached the end of the runway, at which point the brakes “slowly got responsive.” The pilot reported that a go-around was possible and that it was a “shock” that he couldn’t stop the airplane. He reported that the approach and landing was made with the flaps set to “APP.” The airplane exited the paved surface of the runway and impacted a runway end identifier light, resulting in substantial damage to the fuselage. A postaccident examination of the brake system revealed no anomalies that would have precluded normal operation, and a postaccident runway inspection by the airport manager revealed visible tire skid marks leading off the end of the runway. An aircraft performance study using ADS-B and engine control unit (ECU) data concluded that the airplane touched down at 92 kts calibrated airspeed (KCAS), 6 kts faster than the 86-kt VREF speed calculated from the airplane flight manual. The airplane’s weight on wheels sensors indicated that the airplane was not fully on the ground until 2,136 ft past the runway threshold. The airplane landed in a 6.3 kt tailwind that would have increased landing distance by 21%. Considering all factors, the study concluded that insufficient runway remained after the touchdown for the airplane to stop. Additionally, the study concluded that had the pilot used the LDG flap setting, there would have been sufficient runway remaining. ## Factual narrative On September 1, 2024, about 1520 central daylight time, a Diamond DA42 airplane, N705JP, sustained substantial damage when it was involved in an accident near Mandan, North Dakota. The pilot and passenger were not injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. According to the pilot, he departed Bismark Municipal Airport (BIS) and requested vectors for the RNAV 31 approach at Mandan Regional Airport (Y19) from air traffic control. The pilot reported that his approach to Y19 was uneventful and estimated that he touched down about 100 ft past the numbers for runway 31. The pilot attempted to decelerate, keeping constant pressure on the brakes. The pilot stated that the brakes were not working until he approached the end of the runway, at which point the brakes “slowly got responsive.” The pilot stated that the pilot-rated passenger asked about conducting a go-around during the landing attempt, but the pilot was focused on stopping. The pilot reported that a go-around could have been possible and that it was a “shock” that he couldn’t stop the airplane. According to the pilot, he used a flap setting of 20°, or APP during the approach and landing. According to the pilot-rated passenger, the landing at Y19 was so smooth that he did not notice the airplane had touched down until the nose wheel shimmied. The passenger stated that the airplane appeared to touchdown within the first third of the 4399-ft runway and the landing roll seemed normal, but he did not feel as much deceleration as he expected. The airplane exited the paved surface of the runway and impacted a runway end identifier light, resulting in substantial damage to the fuselage. According to the airport manager, who examined the runway surface after the accident, there were visible tire skid marks leading off the end of the runway. A postaccident examination of the brake system revealed that the brakes appeared to function normally. There was no evidence of leaks at the hoses, calipers, or at the master cylinders attached to the rudder pedals. Brake application was firm and, with the brakes applied, would have prevented the movement of the airplane. The brake pads appeared to have adequate material left to not impede braking action. The right brake pads were worn more than the left, but not beyond the limit of function. An aircraft performance study using ADS-B and engine ECU data concluded that the airplane touched down at 92 kts calibrated airspeed, 6 kts faster than the 86-kt VREF speed calculated from the Airplane Flight Manual. The airplane’s weight on wheels (WOW) sensors indicated that the airplane was not fully on the ground until 2,136 ft past the runway threshold. The airplane was landed in a 6.3-kt tailwind that would have increased landing distance by 21%. Considering all factors, the study concluded that there was insufficient runway remaining after the touchdown for the airplane to stop. Additionally, the study concludedthat had the pilot used the LDG flap setting there would have been sufficient runway remaining. According to the AFM, ground roll distances for flaps LDG are about 73% of the ground roll distances for flaps APP/UP. If that ratio holds for the ground roll estimate above of 2,411 ft with flaps APP, the ground roll estimate for flaps LDG would be 1,760 ft. A ground roll of 1,760 ft would have allowed the airplane to stop on the runway. ## Aircraft - Registration: [N705JP](https://openairdocs.org/aircraft/N705JP), registered now, S/N 42.N249, built 2017 (OpenAirDocs) - Reported make and model: DIAMOND DA42 (NG) - Registry model: [Diamond Aircraft Ind DA 42 NG](https://openairdocs.org/model/diamond-aircraft-ind-da-42-ng) (registry code 2990105) (OpenAirDocs) - Registry engine: [Austro E4-C](https://openairdocs.org/engine/austro-e4-c) (registry code 06403, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 42.N249 - Year built: 2017 - Airframe hours: 500 - Engines: Austro E4C 153 horsepower reciprocating; Austro E4C 153 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Airworthiness certificate: Standard, Normal - Last inspection: Annual, September 27, 2023 - Departed: BIS, Bismark, ND - Destination: Y19, Mandan, ND - Airport: Y19, Mandan Rgnl/Lawler Fld, runway 13/31, 4,399 × 75 ft, concrete - Equipment: Electronic multifunction display, Auto-pilot, ADS-B, Stall warning system, Onboard weather, Electronic primary flight display ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 78; injuries: none; private; airplane ratings: multi-engine land, single-engine land; instrument ratings: airplane; medical: class 3, without waivers/limitations; last flight review November 17, 2023; seat: left; restraint: 3-point; flight hours: 1,153 total, 330 in this make and model, 996 as pilot in command, 12 in the last 90 days, 5 in the last 30 days, 1 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 170° at 7 knots - Visibility: 10 statute miles - Temperature: 75 °F, dew point 48 °F - Altimeter: 30.28 inHg - Observed at: KY19 - METAR: KY19 012015Z AUTO 17007KT 10SM CLR 24/09 A3028 RMK AO2 ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 20240901012439A](https://openairdocs.org/incident/20240901012439A), Sep 1, 2024: Diamond Aircraft Ind Gmbh DA 42 NG, Mandan, ND, Substantial damage. On September 1, 2024, the flight departed kbis on a 14 CFR91 flight with the intention to conduct a VFR practice approach. Upon departure from kbis RWY13, the… ## Docket (13 files) The files NTSB released with the investigation on July 29, 2026, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=195117. 31.6 MB in all. - Pilot/operator aircraft accident report, NTSB form 6120.1 (item 1, PDF, 10 pages, 1.6 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=18167186&FileExtension=pdf&FileName=N705JP%206120_Redacted-Rel.pdf - Record of conversation - pilot (item 2, PDF, 1 page, 64 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=20621413&FileExtension=pdf&FileName=MOR%20-%20Pilot-Rel.pdf - Memorandum for record a�� mechanic (item 3, PDF, 1 page, 64 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=18167908&FileExtension=pdf&FileName=MOR%20Picard-Rel.pdf - AFM landing distance excerpt (item 4, PDF, 8 pages, 1.1 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=20621122&FileExtension=pdf&FileName=Landing%20Distance%20excerpt-Rel.pdf - Video file (item 5, MP4, 21.1 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=18167196&FileExtension=mp4&FileName=Mandan%20Video_Edit-Rel.mp4 - Passenger statement (item 6, PDF, 2 pages, 57 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=18167640&FileExtension=pdf&FileName=N705JP%20Passenger%20statement%209-15-24-Rel.pdf - ADS-B data (item 7, XLSX, 605 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=18168002&FileExtension=xlsx&FileName=20240901_A967F7_563742378_ADSB-Rel.xlsx - Aircraft performance study (item 8, PDF, 24 pages, 4.7 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=19899407&FileExtension=pdf&FileName=CEN24LA357_Performance_Study_v5-Rel.pdf - Investigation photographs (item 9, PDF, 7 pages, 1.8 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=19965187&FileExtension=pdf&FileName=Photo%20Array-Rel.pdf - Engine control unit datalog a (item 10, XLSX, 222 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=19899161&FileExtension=xlsx&FileName=E4-C-00380_DataLog_2024-09-01_A-Rel.xlsx - Engine control unit datalog b (item 11, XLSX, 224 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=19899559&FileExtension=xlsx&FileName=E4-C-00380_DataLog_2024-09-01_B-Rel.xlsx - Engine control unit event recorder (item 12, XLSX, 10 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=19899953&FileExtension=xlsx&FileName=E4-C-00380_EvRec_2024-09-01-Rel.xlsx - Email correspondence (item 13, PDF, 1 page, 81 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=19960173&FileExtension=pdf&FileName=pilot%20email_Redacted-Rel.pdf From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.