Cessna TU206G accident near Lowman, Idaho, July 28, 2006
On July 28, 2006 at about 6:30 pm local time, a Cessna TU206G, registered N5421X, was substantially damaged in an accident near Lowman, Idaho (Deadwood Dam Airstrip airport). It was an aerial observation flight under public-use (government) rules. 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 loss of aircraft control due to a downdraft on short final followed by an uncontrolled descent to a hard landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 28, 2006 · about 6:30 pm local time
- Place
- Lowman, Idaho · Deadwood Dam Airstrip · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna TU206G · all TU206Gs on the register
- Registration
- N5421X · registry record · serial U20605737
- Damage
- Substantial damage
- Flight
- Aerial observation flight · public-use (government) rules
The NTSB's narrative final · quoted from the NTSB record
The pilot was landing on a mountain dirt airstrip which did not have a wind sock on the approach end of the runway. The approach end of the runway terminated in a lake, and the runway proceeded uphill with a 6 percent grade. The pilot said that there was always a "sinker" where the runway meets the water. As the airplane went from over water to over the end of the runway, the pilot said the airplane was "really slammed down", and even with full takeoff power the airplane hit the ground hard. He said the airplane bounced about 20 yards to the right where the right wheel went into a ditch about 2 feet deep. He applied full left aileron, full left rudder, and full left brake. The wheel came out of the ditch, but the empennage "whacked" the ditch berm fairly hard. A Form 337 (major repair) was issued and the following parts were replaced: two skin pieces; two stringers; two frame bulkheads; one access door; and one tailcone assembly doubler.
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: commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 4,200 hours in all; 2,800 in this make and model; 150 in the last 90 days; 100 in the last 30 days; 4,100 as pilot in command
- Last flight review: June 1, 2006
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 7,511 hours
- Last inspection: annual inspection, July 1, 2006; 10 hours since
- Maximum gross weight: 3,616 lb
- Seats: 5
- Landing gear: fixed
- Engine: Continental TSIO-520-M (piston); 0 hours total
The flight
- Departed from: BOI Boise ID at 3:00 pm
- Destination: ID86 Lowman ID
- Runway 06, 1,800 ft by 50 ft
Weather at the time
- Light: daylight
- Wind: from 270° at 7 knots, gusting 16
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 84°F (29°C), dew point 30°F (-1°C)
- Altimeter: 30.13 inHg
- Observation at 6:51 pm from SNT, 32 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.