Diamond Aircraft Ind GMBH DA 42 NG accident near Palm Coast, Florida, October 11, 2012
On October 11, 2012 at about 5:30 pm local time, a 2007 Diamond Aircraft Ind GMBH DA 42 NG, registered N607PA, was substantially damaged in an accident during landing (flare/touchdown) near Palm Coast, Florida (Flagler County 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 failure to maintain adequate airspeed, which resulted in a hard landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 11, 2012 · about 5:30 pm local time
- Place
- Palm Coast, Florida · Flagler County Airport · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Diamond Aircraft Ind GMBH DA 42 NG, built 2007
- Registration
- N607PA · registry record · serial 42.AC078
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During the approach, the designated pilot examiner (DPE) instructed the pilot to demonstrate a short-field landing. While on short final approach, the pilot reduced power and slowed the airspeed. As the airplane crossed the runway threshold, it descended rapidly and then landed hard. Neither pilot reported any flight control anomalies or mechanical malfunctions that would have precluded normal operation. A review of the flight school's training manual revealed that the pilot was to obtain 82 knots indicated airspeed (KIAS) during a short-field landing. Review of the manufacturer's operating procedures revealed that the minimum airspeed for landing was between 84 and 86 KIAS and that it contained no procedures for short-field landings. The DPE stated that the airspeed was between about 75 and 80 KIAS during the approach and 67 KIAS before touchdown, which was lower than the landing airspeed listed in the manufacturer's operating manual or the flight school's training manual. The DPE stated that the speed "bled off" to fast for her to take over control of the airplane. Conducting the landing at such a low airspeed resulted in the loss of lift and a hard landing.
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
What happened, in order
- Hard landing during landing (flare/touchdown) defining event
The NTSB's findings
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Landing flare › Incorrect use/operation
- cause Personnel issues › Task performance › Use of equip/info › Aircraft control › Pilot
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 460 hours in all; 43 in this make and model; 60 in the last 90 days; 30 in the last 30 days; 335 as pilot in command
- Last flight review: October 5, 2012
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: left
- Injury: no injuries
Pilot (unmanned)
- Certificate: airline transport pilot, flight instructor
- Ratings: multi-engine land; single-engine land; single-engine sea; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: glider; instructor: instrument airplane; instrument: airplane; rotorcraft: glider
- Flight time: 15,000 hours in all; 400 in this make and model; 14,000 as pilot in command
- Last flight review: March 1, 2011
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 2,180 hours
- Last inspection: 100-hour inspection, September 14, 2012; 67 hours since
- Maximum gross weight: 4,189 lb
- Seats: 4
- Landing gear: retractable
- Engine 1: Austro E4-B (piston); 1,061 hours total
- Engine 2: Austro E4-B (piston); 1,061 hours total
- Operator: Phoenix East Aviation INC
The flight
- Departed from: DAB Daytona Beach FL at 3:00 pm
- Destination: XFL Palm Coast FL
- Flight plan: none
- Runway 06, 5,000 ft by 100 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 040° at 12 knots
- Visibility: 10 statute miles
- Sky: scat at 3,400 ft
- Temperature: 79°F (26°C), dew point 63°F (17°C)
- Altimeter: 30.18 inHg
- Observation at 5:50 pm from XFL
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 2 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
11 documents, released by the NTSB on April 24, 2014. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
| # | Document | What it is | |
|---|---|---|---|
| 1 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1-HAJJ | PDF, 12 pages | View Download |
| 2 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1-TVANDERSPEK | PDF, 6 pages | View Download |
| 3 | Statement of PIC | PDF, 1 page | View Download |
| 4 | Statement of Dpe | PDF, 1 page | View Download |
| 5 | Other Pertinent Forms and Reports-phoenix East Aviation DA24 Short Field Appraoch Excerpt (Old) | PDF, 2 pages | View Download |
| 6 | Other Pertinent Forms and Reports-diamond Aircraft Normal Operating Procedure Excerpt | PDF, 1 page | View Download |
| 7 | Photo 1-FRONT Right Quarter of Airplane (FAA) | PDF, 1 page | View Download |
| 8 | Photo 2-WING Spar Fractured at the Fuselage Bulkhead (FAA) | PDF, 1 page | View Download |
| 9 | Photo 3-OVER Stressed Trunion (FAA) | PDF, 1 page | View Download |
| 10 | Photo 4-RIGHTSIDE View of Landing Gear (FAA) | PDF, 1 page | View Download |
| 11 | Photo 5-RIGHT Engine Propeller Blade Damage (FAA) | PDF, 1 page | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
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.