Boeing A 75N1 accident near Auburn, California, July 11, 2004
On July 11, 2004 at about 4:26 pm local time, a Boeing A 75N1, registered N56416, was substantially damaged in an accident near Auburn, California (Auburn 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 undergoing instruction's overcontrol of the aircraft by his excessive use of the rudder control and failure to maintain directional control of the airplane during landing, which resulted in a ground loop. Contributing factors to the accident were the pilot undergoing instruction's lack of experience in the airplane and his overpowering the CFI on the controls.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 11, 2004 · about 4:26 pm local time
- Place
- Auburn, California · Auburn · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Boeing A 75N1 · all A 75N1s on the register
- Registration
- N56416 · registry record · serial 75-914
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane ground looped during landing and came to rest inverted. The pilot undergoing instruction (PUI) had recently purchased the airplane. He and the certified flight instructor (CFI) departed from their airport of origin after completing one traffic pattern to a successful full stop landing. The CFI was present for insurance requirements and was also providing instruction. They proceeded to another airport nearby and setup for a landing on runway 25. The approach and initial touchdown were unremarkable. During the roll out, the PUI reduced the power and the airplane began to veer to the left. The PUI overcorrected, overpowering the CFI, and the airplane turned to the right. The left wing contacted the ground and the airplane came to rest inverted. The PUI did not report any mechanical malfunctions with the airplane prior to the accident. He had approximately 347 hours total flight time, 40 hours were in tailwheel equipped airplanes, and 5 of those hours were in the accident airplane. According to the airport manager, the winds were about 6 knots, blowing directly down the runway.
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
- Certificate: private
- Ratings: single-engine land; instrument: airplane
- Flight time: 347 hours in all; 5 in this make and model; 43 in the last 90 days; 13 in the last 30 days
- Medical certificate: Class 3
Flight instructor
- Certificate: flight instructor, commercial pilot
- Ratings: single-engine land; single-engine sea; instrument: airplane; rotorcraft: glider
- Flight time: 4,100 hours in all; 45 in this make and model; 30 in the last 90 days; 10 in the last 30 days
- Medical certificate: Class 2
The aircraft
- Landing gear: fixed
- Engine: Pratt & Whitney R-985 (piston); 0 hours total
The flight
- Departed from: LHM Lincoln CA
- Destination: AUN Auburn CA
- Flight plan: none
- Runway 25
Weather at the time
- Light: daylight
- Temperature: 0°F (-18°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.
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.