Amateur-built 690C accident near Indianapolis, Indiana, February 10, 2005
On February 10, 2005 at about 7:46 pm local time, a amateur-built 690C, registered N840JK, was substantially damaged in an accident near Indianapolis, Indiana (Eagle Creek Airpark airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to maintain directional control during landing touchdown and rollout. Contributing factors were the pilot's inadequate compensation for the crosswind condition, the runway light which the aircraft struck and the muddy grass area encountered during the runway excursion.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 10, 2005 · about 7:46 pm local time
- Place
- Indianapolis, Indiana · Eagle Creek Airpark · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built 690C
- Registration
- N840JK · no longer on the register · serial 11697
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane was substantially damaged during a runway excursion while landing. The pilot reported that the landing was normal, on centerline and that touchdown was at the 1000-foot runway markings. He noted that when the main landing gear touched down, he reduced engine power. He stated that as the nose lowered the "aircraft veered sharply to the left." He reportedly held "full right rudder and right aileron" but the aircraft did not respond. The aircraft departed the left side of the runway, struck a runway light and came to rest in the muddy grass area next to the runway pavement. A post-accident inspection did not reveal any anomalies with the nose wheel steering and rudder control systems. A direct right crosswind of approximately 13 knots existed at the time of the accident.
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
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instructor: helicopter; instructor: instrument airplane; instructor: instrument helicopter; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 7,800 hours in all; 212 in this make and model; 120 in the last 90 days; 40 in the last 30 days; 7,600 as pilot in command; 400 on instruments
- Last flight review: November 1, 2004
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
- Injury: no injuries
The aircraft
- Last inspection: annual inspection, January 17, 2005
- Maximum gross weight: 10,375 lb
- Landing gear: retractable
- Engine 1: Garrett-Airesearch TPE331 (turboprop); 0 hours total
- Engine 2: Garrett-Airesearch TPE331 (turboprop); 0 hours total
The flight
- Departed from: TRI Bristol/Johnson TN at 6:33 pm
- Destination: EYE Indianapolis IN
- Flight plan: IFR
- Runway 21, 4,200 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: from 300° at 13 knots
- Visibility: 10 statute miles
- Sky: overcast at 2,200 ft
- Temperature: 28°F (-2°C), dew point 19°F (-7°C)
- Altimeter: 30.19 inHg
- Observation at 7:55 pm from IND, 7 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 1 |
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.
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.