# NTSB LAX08LA197: Boeing D75N1, N19BB, Driggs, ID, June 26, 2008 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: June 26, 2008, 11:20 local (17:20 UTC) - Place: Driggs, ID - Coordinates: 43.738887, -111.091941 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=43.7389&lon=-111.0919&mi=10 - Phase of flight: [Landing](https://openairdocs.org/ntsb-phases/550) (OpenAirDocs' grouping) - Defining event: [Landing-flare/touchdown: Loss of control on ground](https://openairdocs.org/ntsb-events/230) - Highest injury: No injuries - Injuries: 2 uninjured - Status: Completed, report January 29, 2009 - Report: Approved by Office Director - Parties: Federal Aviation Administration FSDO - NTSB case key (mKey): 68322 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=LAX08LA197 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/68322/pdf - Page: https://openairdocs.org/ntsb/LAX08LA197 ## Probable cause The pilot's failure to maintain directional control during landing. Contributing to the accident was wind gusts. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Use of equip/info: aircraft control](https://openairdocs.org/ntsb-findings/02063040): Personnel issues › Task performance · Pilot (probable cause); cases with it: [All aircraft, 9,295 cases](https://openairdocs.org/ntsb-findings/02063040/cases.md) - [Wind: gusts](https://openairdocs.org/ntsb-findings/03034045): Environmental issues › Conditions/weather/phenomena · Response/compensation (probable cause); cases with it: [All aircraft, 1,199 cases](https://openairdocs.org/ntsb-findings/03034045/cases.md) - [Performance/control parameters: directional control](https://openairdocs.org/ntsb-findings/01062020): Aircraft › Aircraft oper/perf/capability · Not attained/maintained (probable cause); cases with it: [All aircraft, 3,958 cases](https://openairdocs.org/ntsb-findings/01062020/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Landing-flare/touchdown: Loss of control on ground](https://openairdocs.org/ntsb-events/230) (defining event); cases with it: [All aircraft, 4,585 cases](https://openairdocs.org/ntsb-events/230/sequence.md) - [Landing-flare/touchdown: Runway excursion](https://openairdocs.org/ntsb-events/300); cases with it: [All aircraft, 3,643 cases](https://openairdocs.org/ntsb-events/300/sequence.md) ## Analysis The pilot performed a wheel landing on runway 21 and as the tail settled, a wind gust caused the airplane to exit the runway to the right. The airplane encountered a 2-foot drop-off on the runway edge, and nosed over onto its back. A single skid mark was observed on the runway surface that corresponded to the right wheel of the airplane; however, post accident examination revealed no anomalies with the braking system. About 25 minutes prior to the accident, the weather reporting facility at the airport reported winds from 340 degrees at 7 knots. The pilot estimated the winds to be variable at 10 knots, gusting to 20 knots at the time of the accident. ## Factual narrative On June 26, 2008, about 1120 mountain daylight time, a Boeing D75N1, N19BB, veered off the runway and nosed over during landing at Driggs-Reed Memorial Airport, Driggs, Idaho. The pilot was operating the airplane under the provisions of 14 Code of Federal Regulations Part 91. The certificated airline transport pilot and passenger were not injured; the airplane sustained substantial damage to the upper left wing. The local flight departed Driggs about 0900. Visual meteorological conditions prevailed, and no flight plan had been filed. In a written statement, the pilot reported that he performed a wheel landing on runway 21 due to gusty wind conditions. He stated that as the tail settled, a gust of wind caused the airplane to veer to the right and depart the runway. The airplane then encountered a drop-off at the runway edge and nosed over. A Federal Aviation Administration (FAA) inspector observed a single arcing skid mark on the runway surface that corresponded to the right wheel of the airplane. In addition, recovery personnel reported to the FAA inspector that the wheels of the airplane could not be rotated after the accident, and that the parking brake appeared to be set. The pilot reported that the airplane was not equipped with parking brakes. A local mechanic was called by recovery personnel to assist with moving the airplane after the accident. He stated that when he arrived on scene the airplane was resting on its main landing gear; he checked the main wheels and found that the reason the airplane could not be moved was that one of the wheels was lodged in a divot in the soil. He stated that the wheel was moved out of the divot, and the airplane was then successfully towed back to its hangar. At a later date, under the auspices of the National Transportation Safety Board investigator-in-charge, the mechanic inspected the brake system. He noted that the wheel assembly was manufactured by Hayes Industries, and was a 27-inch drum and shoe type, number G-3-1. He confirmed that brake pedal travel appeared to be normal, and that wheel rotation would stop when pedal pressure was applied. He confirmed that the airplane was not equipped with a parking brake. The closest official weather observation station was based at Driggs Airport. An aviation routine weather report (METAR) was issued at 1056. It stated in part: winds from 340 degrees at 7 knots; visibility 10 miles with clear skies. At 1156, the winds were reported as calm. At 1256, the winds were reported from 260 degrees at 15 knots. A METAR was issued at Jackson Hole Airport, Jackson, Wyoming, which was located 18 miles northwest of the accident site. At 1153, it stated in part: winds from 200 degrees at 14 knots, gusting to 21 knots; visibility 10 miles with clear skies. The pilot estimated the winds to be variable at 10 knots, gusting to 20 knots. ## Aircraft - Registration: N19BB (not matched to a registry record) - Reported make and model: BOEING D75N1 - Category: Airplane - Serial number: 75-3060 - Airframe hours: 7783 - Engines: Pratt & Whitney R985 450 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Airworthiness certificate: Standard, Normal - Last inspection: Annual, June 16, 2008, 2 hours before - Departed: KDIJ, Driggs, ID - Airport: KDIJ, Driggs-Reed Memorial Airport, runway 21, 7,302 × 75 ft, asphalt ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 57; injuries: none; airline transport, private, commercial; airplane ratings: single-engine sea, multi-engine land, single-engine land; instrument ratings: airplane; medical: class 2, without waivers/limitations; last flight review September 30, 2007; seat: rear; flight hours: 9,000 total, 200 in this make and model, 100 in the last 90 days ## Weather - Conditions: Visual (VMC), Day - Wind: 340° at 7 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 70 °F, dew point 43 °F - Altimeter: 30.10 inHg - Observed at: KDIJ ## 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 20080626840429A](https://openairdocs.org/incident/20080626840429A), Jun 26, 2008: Boeing D75N1, Driggs, ID, Substantial damage. (-23) During landing rollout right brake apparently locked and aircraft veered off the right side of runway. There is clearly one skid mark the veers off the… 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.