Diamond Aircraft Ind GMBH DA 42 NG accident near Daytona Beach, Florida, November 15, 2024
On November 15, 2024 at about 9:39 pm local time, a 2007 Diamond Aircraft Ind GMBH DA 42 NG, registered N508PA, was substantially damaged in an accident during landing near Daytona Beach, Florida (Daytona Beach Intl airport). It was a ferry 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 maintenance technician’s failure to follow the manufacturer’s recommended procedures during a wheel and tire change to ensure proper clearance of the tire to the wheel well resulting in the right main wheel becoming stuck in the well and subsequent partial gear extension landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 15, 2024 · about 9:39 pm local time
- Place
- Daytona Beach, Florida · Daytona Beach Intl · 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
- N508PA · registry record · serial 42.AC079
- Damage
- Substantial damage
- Flight
- Ferry flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
While on approach during a repositioning flight, the pilot selected the landing gear to the down position. The right main landing gear failed to extend and after multiple attempts to get the gear to extend, the pilot made the decision to land with the right main gear up. Video of the accident showed a smooth landing on the left main and nose with the right wing settling to the runway. The airplane exited the right side of the runway, and the right wing struck a runway light and a taxiway sign. Upon contact with the sign, the video showed the right main landing gear falling out of the wheel well. The runway excursion resulted in substantial damage to the right wing. An examination of the maintenance records found that prior to the accident flight, the right main wheel and tire was were replaced. When the gear was retracted during the landing gear examination, the tire contacted the outer diameter of the wheel well cutout and the hydraulic system forced it into the well. When selected down, the right main landing gear became stuck on the wheel well cutout and was unable to be extended. Measurement of the tire and 4 four others of the same make, model, and size showed the diameter of the tire to be 0.5 inches larger than the recommended tire. The landing gear was tested with the manufacturer’s recommended tire and the landing gear extended and retracted normally with no binding. Review of the DA-42 maintenance manual found that the minimum clearance of the tire to the outer diameter of the wheel well is was 4 millimeters. With the tire used, having a larger tread radius, this exceeded the 4-millimeter threshold and caused the tire to get stuck. The maintenance manual procedure for replacement of a wheel and tire requires required that the landing gear be retracted and adjusted for this tolerance on every tire change. The technician who changed the tire reported that he did not perform the landing gear retraction and adjustment after changing the tire.
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
- Sys/Comp malf/fail (non-power) during landing defining event
- Loss of control on ground during landing (landing roll)
- Aircraft maintenance event during prior to flight
The NTSB's findings
- Aircraft › Aircraft systems › Landing gear system › Main landing gear › Malfunction
- Personnel issues › Action/decision › Action › Forgotten action/omission › Maintenance personnel
Pilot
- Certificate: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 1,429 hours in all; 283 in this make and model; 247 in the last 90 days; 38 in the last 30 days; 1,279 as pilot in command; 1,058 on instruments
- Last flight review: April 16, 2024
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: left
- Injury: no injuries
Pilot
- Certificate: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 765 hours in all; 37 in this make and model; 145 in the last 90 days; 26 in the last 30 days; 632 as pilot in command; 465 on instruments
- Last flight review: October 22, 2024
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 8,117.8 hours
- Last inspection: 100-hour inspection, September 25, 2024; 92 hours since
- Maximum gross weight: 4,189 lb
- Seats: 4
- Landing gear: retractable
- Engine 1: Austro Engine AE300 (piston); 287 hours total
- Engine 2: Austro Engine AE300 (piston); 287 hours total
- Operator: Phoenix East Aviation
The flight
- Departed from: RYY Kennesaw GA at 5:25 pm
- Flight plan: VFR then IFR
- Runway 07L, 10,500 ft by 150 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 010° at 15 knots
- Visibility: 10 statute miles
- Sky: scat at 3,400 ft
- Temperature: 66°F (19°C), dew point 54°F (12°C)
- Altimeter: 29.94 inHg
- Observation at 4:53 pm from DAB
Weather report (METAR): KDAB 152153Z 01015KT 10SM SCT034 19/12 A2994 RMK AO2 SLP139 T01890122
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 2 |
Photographs from the investigation 7 pictures from the NTSB's docket, as the NTSB released them
Photograph 1 – Accident Damage Right Wing
Photograph 2 – Accident Damage Upper Forward Right Wing
Photograph 3 – Accident Damage, Lower Forward Right Wing
Photograph 4 – Postaccident Undercarriage
Photograph 5 – Collapsed Right Main Gear Leg
Photograph 6 – Right Main Gear Leg
Photograph 7 – Right Wheel WellThe NTSB's photographs with the NTSB's captions, at screen size. Open a picture to see it full size or to report one that should not be shown.
Documents from the investigation the NTSB's docket: the evidence folder behind the report
9 documents, released by the NTSB on June 20, 2025. 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 | PDF, 10 pages | View Download |
| 2 | Memorandum for Record A�� Flying Pilot Statement | PDF, 1 page | View Download |
| 3 | Memorandum for Record A�� Non-flying Pilot Statement | PDF, 2 pages | View Download |
| 4 | Service Instruction SI42NG-063 | PDF, 1 page | View Download |
| 5 | Airplane Maintenance Manual - Wheel and Tire Install | PDF, 2 pages | View Download |
| 6 | Investigation Photographs | PDF, 8 pages · our copy | View Download |
| 7 | Memorandum for Record A�� Accident Video Description | PDF, 1 page | View Download |
| 8 | Memorandum for Record A�� FAA Gear Exam | PDF, 2 pages | View Download |
| 9 | Memorandum for Record A�� Mechanics Statement | 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.