Aero Commander Callair A-9B accident near Driggs, Idaho, August 25, 2003
On August 25, 2003 at about 7:30 pm local time, a Aero Commander Callair A-9B, registered N7924V, was substantially damaged in an accident near Driggs, Idaho (Reed Memorial airport). It was an other work-use flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
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The NTSB's probable cause their words, unchanged
A loss of engine power due to the improper installation of a counterweight roller pin retaining washer circlip, leading to the circlip coming out of its groove and the counterweight roller pin coming in contact with two of the engines connecting rods. Contributing to the accident were the fence and the uneven terrain.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 25, 2003 · about 7:30 pm local time
- Place
- Driggs, Idaho · Reed Memorial · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Aero Commander Callair A-9B · all Callair A-9Bs on the register
- Registration
- N7924V · no longer on the register · serial 1563
- Damage
- Substantial damage
- Flight
- Other work-use flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During takeoff with a glider in tow, while passing through an altitude of 200 feet above the ground (agl), the aircraft's engine experienced a catastrophic failure. The pilot then released the glider and executed a forced landing on nearby terrain. Although the touchdown was successful, the aircraft hit a fence before the pilot could bring it to a stop. A teardown examination of the engine determined that the circlip holding one of the counterweight roller pin retaining washers had come out of the groove in the counterweight body. This lead to the roller pin coming in contact with the number five and number six connecting rods, and ultimately to the catastrophic failure. A comparison of wear pattern development on the subject circlip with the others on the counterweight body determined that it had come out of its retaining groove soon after the counterweight was overhauled about 21 hours prior to the accident. Wear patterns also indicated that the subject circlip had been installed with its "sharp edge" facing inwards, which is contradictory to the instructions contained in Textron Lycoming Service Instruction 1012F.
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: airline transport pilot, flight instructor
- Ratings: multi-engine land; multi-engine sea; 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; 2,000 in this make and model; 116 in the last 90 days; 14,950 as pilot in command
- Last flight review: June 21, 2003
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: frt
- Injury: no injuries
The aircraft
- Airframe total time: 4,587.5 hours
- Last inspection: annual inspection, August 5, 2003; 21 hours since
- Maximum gross weight: 3,000 lb
- Seats: 1
- Landing gear: fixed
- Engine: Lycoming IO-540-G1C5 (piston); 0 hours total
The flight
- Departed from: U59 Driggs ID at 7:30 pm
- Destination: U59
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 210° at 3 knots
- Visibility: 40 statute miles
- Sky: clear
- Temperature: 81°F (27°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 |
About this page
Everything above comes from the NTSB's public accident database: the narrative, probable cause and findings are the NTSB's own words, and the coded tables behind its report (pilot, aircraft, flight, weather, injuries, sequence of events) are written out in plain English. Pilots' ages, home towns and medical details are left out on purpose. The docket at the NTSB holds the report as a PDF and the investigation's photographs and documents. This site never names pilots, passengers or anyone else involved. A preliminary report describes what is known soon after the event and can change; the final report, with the probable cause, usually follows one to two years later and this page is refreshed when it does. Case number SEA03FA179.