Diamond DA42 N705JP

Summary

On 1 September 2024 at about 20:20 local time, a Diamond DA42 registered N705JP was involved in an accident near Mandan, North Dakota, United States. 2 people were on board and nobody was injured. The aircraft was substantially damaged. The NTSB has published a probable cause for this accident; it is quoted in full below.

Date

1 September 2024 at 20:20

Classification

Accident

Location

Mandan, North Dakota, United States

Nearest airport

Mandan Rgnl/Lawler Fld (Y19)

Coordinates

46.7737, -100.8991

Aircraft

Diamond DA42

Registration

N705JP

Category

Airplane

Year built

2017

Engines

2

Operator

Not recorded

Operating rule

Part 91: General Aviation

Purpose of flight

Personal

Phase of flight

Not recorded

Route

Bismark → Mandan

Aircraft damage

Substantial

Weather

VMC

Light

Day

NTSB number

CEN24LA357

Nobody was injured.

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.

Quoted verbatim from the NTSB record. This site does not paraphrase or interpret it.

Read the full NTSB narrative

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.

Quoted verbatim from the NTSB record.