Diamond Aircraft Industries DA 20-C1 accident near Clay Township, Pennsylvania, March 30, 2006
On March 30, 2006 at about 5:56 pm local time, a Diamond Aircraft Industries DA 20-C1, registered N346DC, was substantially damaged in an accident near Clay Township, Pennsylvania. It was a positioning flight under general aviation rules (Part 91). 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
A loss of engine power during cruise flight for undetermined reasons, which resulted in a forced landing and subsequent impact with trees.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 30, 2006 · about 5:56 pm local time
- Place
- Clay Township, Pennsylvania · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Diamond Aircraft Industries DA 20-C1
- Registration
- N346DC · registry record · serial CO349
- Damage
- Substantial damage
- Flight
- Positioning flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
Approximately 5 minutes after takeoff, at an altitude of 800 feet agl, the engine rpm went from 2,000 to idle. The pilot applied full throttle and rich mixture; however, the engine remained at idle. He subsequently turned the electric fuel pump on. The engine then lost all power, and the pilot performed a forced landing to a field. During the approach, the pilot was able to restart the engine once, but it lost all power again. Examination of the wreckage revealed that there was adequate fuel in the fuselage fuel tank, fuel in the fuel line from the airframe to the engine driven fuel pump, and fuel in the fuel line from the engine driven fuel pump to the fuel manifold valve. Subsequent testing of the electric fuel pump on a test stand revealed that it was undamaged and flowed within specifications. A test run of the engine revealed that it experienced a normal start on the first attempt, without hesitation. The engine ran for approximately 30 minutes at different power settings, including idle to full power. In addition, the engine driven fuel pump was found to be intact, and flowed within specifications when placed on a test stand. No preimpact mechanical malfunctions were identified during the examinations.
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: private
- Ratings: single-engine land; instructor: airplane single-engine; instrument: airplane
- Flight time: 965 hours in all; 48 in this make and model; 44 in the last 90 days; 16 in the last 30 days; 895 as pilot in command; 0 on instruments
- Last flight review: June 1, 2005
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: serious injuries
The aircraft
- Airframe total time: 8 hours
- Last inspection: annual inspection, November 1, 2005; 8 hours since
- Maximum gross weight: 1,660 lb
- Seats: 2
- Landing gear: fixed
- Engine: Continental IO-240-B (piston); 0 hours total
The flight
- Departed from: 3G9 Butler PA at 5:50 pm
- Destination: GKJ Meadville PA
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 140° at 4 knots
- Visibility: 8 statute miles
- Sky: clear
- Temperature: 64°F (18°C), dew point 36°F (2°C)
- Altimeter: 30.26 inHg
- Observation at 5:55 pm from BTP, 10 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 |
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.