Nihon YS-11A-500 incident near Remmington, Indiana, January 13, 1987
On January 13, 1987 at about 6:54 pm local time, a Nihon YS-11A-500, registered N906TC, suffered minor damage in an incident near Remmington, Indiana. It was an instructional flight under general aviation rules (Part 91). No one was hurt; 3 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The NTSB has not yet published a probable cause for this incident. Investigations usually take one to two years; this page updates when the final report is released.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 13, 1987 · about 6:54 pm local time
- Place
- Remmington, Indiana · map
- Type
- Incident
- Injuries
- No one was hurt; 3 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Nihon YS-11A-500
- Registration
- N906TC · no longer on the register · serial 2154
- Damage
- Minor damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE FLIGHT CREW FAILED TO ADHERE TO APPROPRIATE PROCEDURES AND DIRECTIVES WHEN THEY FAILED TO SELECT THE HP COCK LEVERS TO THE HSWL (LOCK OUT) POSITION WHILE PERFORMING AN APPROACH TO LANDING STALL DURING A TRAINING/TEST FLIGHT. WHEN STALL RECOVERY WAS INITIATED, BOTH PROPELLERS 'HUNG UP' WHEN THE HIGH (CRUISE PITCH) STOPS OF EACH PROPELLER FAILED TO WITHDRAW. AS THE POWER LEVERS WERE ADVANCED, TURBINE GAS TEMPERATURES (TGT'S) EXCEEDED LIMITATIONS; THE LEFT PROPELLER AUTO-FEATHERED, THE RIGHT PROPELLER WAS LATER FEATHERED BY THE CAPTAIN. RESTART PROCEDURES WERE ATTEMPTED WITHOUT SUCCESS, AND A FORCED LANDING IN A PLOWED CORNFIELD ENSUED. EXAMINATION OF THE ENGINES REVEALED THAT THE TURBINES HAD BEEN 'SUBJECTED TO SEVERE (AND DESTRUCTIVE) THERMAL DEGRADATION DURING OPERATION' AS A RESULT OF THE PROPELLERS BEING CONSTRAINED DURING LOW SPEED OPERATIONS. TESTING OF THE RELAYS REVEALED THAT THE HIGH STOP WITHDRAWAL RELAY FOR THE RIGHT PROPELLER FUNCTIONED INTERMITTENTLY.
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; single-engine sea; instructor: airplane multi-engine; instructor: airplane single-engine; instrument: airplane
- Flight time: 3,913 hours in all; 1,381 in this make and model; 56 in the last 90 days; 3,400 as pilot in command
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Last inspection: continuous airworthiness programme, January 13, 1987
- Maximum gross weight: 55,115 lb
- Seats: 66
- Landing gear: retractable
- Engine: Rolls-Royce MK542-105 (turboprop); 0 hours total
The flight
- Departed from: IND Indianapolis IN at 6:30 pm
- Destination: LAF Lafayette IN
- Flight plan: IFR
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 190° at 6 knots
- Visibility: 7 statute miles
- Sky: scat at 25,000 ft
- Temperature: 41°F (5°C), dew point 30°F (-1°C)
- Altimeter: 29.00 inHg
- Observation at 7:44 pm from LAF, 24 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.
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.