Dassault Aviation Mystere Falcon 900 incident near Greenville, South Carolina, July 17, 2006
On July 17, 2006 at about 8:06 pm local time, a Dassault Aviation Mystere Falcon 900, registered N699BG, was involved in an incident near Greenville, South Carolina (Greenville Downtown airport). It was a business flight under general aviation rules (Part 91). No one was hurt; 5 people were on board or involved. The weather was visual conditions (good weather).
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The NTSB's probable cause their words, unchanged
The malfunction of the anti-skid system SPAD controller during the landing roll, which resulted in failure of the anti-skid braking system, and a runway overrun.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 17, 2006 · about 8:06 pm local time
- Place
- Greenville, South Carolina · Greenville Downtown · map
- Type
- Incident
- Injuries
- No one was hurt; 5 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Dassault Aviation Mystere Falcon 900 · all Mystere Falcon 900s on the register
- Registration
- N699BG · registry record · serial 082
- Damage
- Not recorded
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot stated that the en route phase of the flight was uneventful, until he was on the final approach to land, when the anti-skid system test required a second test to receive the correct indication. Upon touch down, the co-pilot deployed the spoilers and thrust reverser. When the wheel brakes were applied, the airplane began to drift to the left side of the centerline. The pilot indicated that the wheel brakes did not appear to be effective, however he was able to maintain directional control of the airplane. The airplane slowed, but did not stop until it overran the runway, and encountered the engineered materials arresting system (EMAS). A postincident functional test of the landing gear system was conducted in the ground and flight configuration. During the in-flight functional test, a malfunction in the right main landing gear brakes anti-skid system occurred. The anti-skid system was removed, and a functional test of the system was performed. During the test, the components of the anti-skid system were examined, and the SPAD (Advanced Anti-Skid System) controller was found to be the origination of the brake failure. The controller was replaced, and another functional test was performed. The anti-skid system passed all functional tests, and the airplane was returned to service.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record from the NTSB's investigation tables, in plain English
Pilot
- Certificate: airline transport pilot, flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 7,350 hours in all; 1,000 in this make and model; 110 in the last 90 days; 30 in the last 30 days; 6,800 as pilot in command; 2,430 on instruments
- Last flight review: June 1, 2006
- Medical certificate: Class 1 (with waivers/limitations)
- Seat: left
- Injury: no injuries
Co-pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 8,700 hours in all; 160 in this make and model; 156 in the last 90 days; 75 in the last 30 days; 7,711 as pilot in command; 2,623 on instruments
- Last flight review: June 1, 2006
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 4,600 hours
- Last inspection: continuous airworthiness programme, June 1, 2006; 124 hours since
- Maximum gross weight: 46,000 lb
- Seats: 8
- Landing gear: retractable
- Engine: Aero Engines TFE-731-SER (turbofan); 0 hours total
- Operator: Erg Aviation II Incorporated
The flight
- Departed from: JQF Concord NC at 7:40 pm
- Destination: GMU Greenville SC
- Flight plan: IFR
- Runway 1, 5,393 ft by 100 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 130° at 6 knots
- Visibility: 10 statute miles
- Sky: scat at 6,000 ft
- Temperature: 90°F (32°C), dew point 57°F (14°C)
- Altimeter: 30.07 inHg
- Observation at 7:53 pm from KGMU, 16 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 | |||
| Passengers | 3 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
About this page
Everything above comes from the NTSB's public accident database: the narrative, probable cause and findings are the NTSB's own words, and the coded tables behind its report (pilot, aircraft, flight, weather, injuries, sequence of events) are written out in plain English. Pilots' ages, home towns and medical details are left out on purpose. The documents and photographs are the NTSB's docket, the folder of records gathered during the investigation, shown as the NTSB released them (the NTSB redacts some personal details first) and listed under the NTSB's own titles. This site's own text never names pilots, passengers or anyone else involved. A preliminary report describes what is known soon after the event and can change; the final report, with the probable cause, usually follows one to two years later and this page is refreshed when it does. Case number ATL06IA108.