Amateur-built SA6B accident near Camerson, Texas, December 2, 2006
On December 2, 2006 at about 5:30 pm local time, a amateur-built SA6B, registered N3129, was substantially damaged in an accident near Camerson, Texas (Cameron Muni Airpark airport). It was an instructional 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 improper landing flare and inadequate recovery from a bounced landing which resulted in a hard landing. A factor was the delayed remedial action by the flight instructor.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 2, 2006 · about 5:30 pm local time
- Place
- Camerson, Texas · Cameron Muni Airpark
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built SA6B
- Registration
- N3129 · no longer on the register · serial 99583
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
With the eventual goal of earning a sport pilot certificate, an ultralight pilot and a 1,141-hour flight instructor planned to conduct a familiarization training flight in an experimental, tandem seat airplane. During the take-off roll, with the ultralight pilot occupying the front seat and operating the controls, the airplane "ballooned." The ultralight pilot reduced engine power and performed a normal landing. During the second take-off from Runway 16 (a 3,200-foot long by 50-foot wide asphalt runway), "the airplane ballooned more than before" and the pilot elected to reduce the engine power and land. The ultralight pilot stated that "the flare did not fully develop and [the airplane] landed harder than usual." During the landing, the right main landing gear and the nose landing gear collapsed. In the Recommendation section of the NTSB Form 6120.1, (How could this accident have been prevented ?), the ultralight pilot stated that the accident could have been prevented " with the judicious use of throttle in the flare, or if I had carried more airspeed to compensate for the possible loss of a gusting headwind." The winds at the time of the accident were reported as variable at 8 knots.
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
Dual student
- Flight time: 2 hours in all; 2 in this make and model
- Medical certificate: None
- Seat: frt
- Injury: no injuries
Flight instructor
- Certificate: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 1,141 hours in all; 1 in this make and model; 38 in the last 90 days; 9 in the last 30 days; 1,091 as pilot in command; 334 on instruments
- Last flight review: October 1, 2006
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: rear
- Injury: no injuries
The aircraft
- Airframe total time: 414 hours
- Last inspection: annual inspection, April 1, 2006
- Landing gear: fixed
- Engine: Continental A80 (piston); 0 hours total
The flight
- Departed from: Camerson TX
- Destination: Camerson TX
- Flight plan: none
- Runway 16, 3,200 ft by 50 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: at 8 knots, gusting 10
- Visibility: 10 statute miles
- Sky: broken clouds at 12,000 ft
- Temperature: 45°F (7°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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 N3129 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.