Swearingen SA226TC incident near Casper, Wyoming, February 21, 2006
On February 21, 2006 at about 1:45 am local time, a Swearingen SA226TC, registered N235BA, suffered minor damage in an incident near Casper, Wyoming (Natrona County International airport). It was flown under charter and air-taxi rules (Part 135). 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
loss of directional control for undetermined reasons. A factor contributing to the incident was the runway maker light.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 21, 2006 · about 1:45 am local time
- Place
- Casper, Wyoming · Natrona County International · map
- Type
- Incident
- Injuries
- No one was hurt; 3 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Swearingen SA226TC · all SA226TCs on the register
- Registration
- N235BA · no longer on the register · serial TC235
- Damage
- Minor damage
- Flight
- Flight · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
The pilot set engine power to 60 percent rpm for takeoff, released the brakes, and the airplane steered straight ahead. At approximately 800 feet down the runway, the airplane veered to the right. The pilot said he applied full left steering (tiller) and full left rudder, but the airplane continued to veer right. The pilot said he then used full reverse propeller to arrest the forward motion. The airplane went off the right edge of the runway and stopped approximately 1,300 feet from the start of the takeoff roll. A preliminary examination of the airplane showed the nose wheel was turned beyond the right turn limit mark. The left propeller sustained damage to all 4 blade tips. The weather at the time of the incident was clear skies, 10 miles visibility, temperature 18 degrees Fahrenheit (F), dew point 7 degrees F, and altimeter 29.87 inches. Further examination of the nose wheel steering system failed to show why the airplane initiated the uncontrolled turn. All other systems showed no anomalies.
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: commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 5,800 hours in all; 3,700 in this make and model; 120 in the last 90 days; 40 in the last 30 days; 5,770 as pilot in command; 1,000 on instruments
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 29,261.5 hours
- Last inspection: continuous airworthiness programme, February 1, 2006
- Maximum gross weight: 12,500 lb
- Seats: 3
- Landing gear: retractable
- Engine 1: Garrett TPE331 (turboprop); 0 hours total
- Engine 2: Garrett TPE331 (turboprop); 0 hours total
The flight
- Departed from: CPR Casper WY at 1:45 am
- Destination: DEN Denver CO
- Flight plan: IFR
- Runway 21, 10,600 ft by 150 ft
Weather at the time
- Light: night
- Wind: from 230° at 19 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 18°F (-8°C), dew point 7°F (-14°C)
- Altimeter: 29.87 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 2 |
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.
Other NTSB records under N235BA the same tail number, which may have belonged to a different aircraft at the time
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.