Dassault-Breguet FALCON 10 accident near Mccall, Idaho, December 18, 1992
On December 18, 1992 at about 10:00 pm local time, a Dassault-Breguet FALCON 10, registered N50TE, was substantially damaged in an accident near Mccall, Idaho (Mccall airport). It was a personal flight under general aviation rules (Part 91). 2 people were seriously injured and 2 people had minor injuries. The weather was visual conditions (good weather).
Preview. This page is not yet listed for search engines.
The NTSB's probable cause their words, unchanged
THE FAILURE OF THE FLIGHT CREW TO FOLLOW THE CHECKLIST AND RELEASE THE PARKING BRAKE BEFORE TAKEOFF. THE INOPERATIVE PARKING BRAKE WARNING LIGHT AND THE FAILURE OF THE PILOT TO ABORT THE TAKEOFF WERE FACTORS.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 18, 1992 · about 10:00 pm local time
- Place
- Mccall, Idaho · Mccall
- Type
- Accident
- Injuries
- 2 people were seriously injured and 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Dassault-Breguet FALCON 10 · all FALCON 10s on the register
- Registration
- N50TE · no longer on the register · serial 86
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
DURING THE TAKEOFF ROLL ON A CONTAMINATED RUNWAY, THE COPILOT NOTED A LACK OF ACCELERATION. JUST BEYOND MIDFIELD, THE COPILOT CALLED FOR AN ABORT, HOWEVER, THE PILOT ELECTED TO CONTINUE. THE AIRPLANE DID NOT REACH VR AND THE PILOT ATTEMPTED TO ROTATE THE AIRPLANE AT THE END OF THE RUNWAY. THE AIRPLANE COLLIDED WITH AND TRAVELLED THROUGH A FIVE FOOT HIGH SNOWBANK AND CAME TO REST IN A FIELD APPROXIMATELY 500 FEET FROM THE END OF THE RUNWAY. DURING THE POSTCRASH INVESTIGATION, EVIDENCE INDICATED THAT THE PARKING BRAKE HAD BEEN IN THE INTERMEDIATE POSITION OR 23 PERCENT OF MAXIMUM BRAKING. THE PARKING BRAKE WARNING LIGHT WAS FOUND TO OPERATE CORRECTLY IF THE PANEL LIGHTS WERE SET IN THE BRIGHT LIGHT POSITION. IN THE DIM POSITION, THE WARNING LIGHT WAS INOPERATIVE. DURING THE ON SITE INVESTIGATION, THE PANEL LIGHTS WERE FOUND IN THE DIM POSITION.
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: 3,006 hours in all; 420 in this make and model; 60 in the last 90 days; 30 in the last 30 days
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 4,657 hours
- Last inspection: continuous airworthiness programme, January 2, 2000
- Maximum gross weight: 18,670 lb
- Seats: 9
- Landing gear: retractable
- Engine: Garrett TFE731-2-1C (turbojet); 0 hours total
- Operator: Manchester Group
The flight
- Destination: SAN San Diego CA
- Flight plan: IFR
- Runway 34, 6,100 ft by 75 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 340° at 5 knots, gusting 10
- Visibility: 20 statute miles
- Sky: not recorded; clear
- Temperature: 18°F (-8°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 | |||
| Passengers | 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.
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 documents and photographs are the NTSB's docket, the folder of records gathered during the investigation, shown as the NTSB released them (the NTSB redacts some personal details first) and listed under the NTSB's own titles. This site's own text 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 SEA93FA040.