Dassault DA-10 accident near Hailey, Idaho, August 26, 1993
On August 26, 1993 at about 8:30 pm local time, a Dassault DA-10, registered FBYCV, was substantially damaged in an accident near Hailey, Idaho (Friedman Memorial Airport). It was a personal 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-IN-COMMAND'S IMPROPER PROCEDURES. FACTORS INCLUDE FAILURE OF AN ELECTRICAL RELAY, INOPERATIVE THRUST REVERSER, POOR CREW COORDINATION, AND THE SECOND-IN-COMMAND'S IMPROPER PROCEDURES.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 26, 1993 · about 8:30 pm local time
- Place
- Hailey, Idaho · Friedman Memorial Airport · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Dassault DA-10
- Registration
- FBYCV · no longer on the register · serial 93
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
BECAUSE OF THE FAILURE OF THE THRUST REVERSER RELAY CIRCUIT BOARD, THE THRUST REVERSERS FAILED TO DEPLOY WHEN SELECTED BY THE PILOT. BECAUSE THE REVERSERS FAILED TO DEPLOY, THE 'REVERSERS IN TRANSITION' LIGHTS, AND THE 'REVERSERS DEPLOYED' LIGHTS DID NOT ILLUMINATE. EVEN THOUGH THE AIRCRAFT FLIGHT MANUAL WARNS AGAINST MOVING THE REVERSER THROTTLE LEVERS INTO THE POWER RANGE WITHOUT THE ILLUMINATION OF THESE LIGHTS, THE PILOT DID SO ANYWAY. THE PILOT CONTINUED TO SELECT REVERSE POWER EVEN AFTER THE ACTIVATION OF THE THROTTLE MISMATCH WARNING HORN, RESULTING IN AN INCREASE IN FORWARD THRUST WHILE ATTEMPTING TO STOP. DURING THIS SEQUENCE OF EVENTS THE SECOND-IN-COMMAND MOVED THE PARKING BRAKE LEVER TO FULL OVERRIDE, LOCKING THE MAIN WHEEL BRAKES AND OVERRIDING THE ANTISKID SYTEM.
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: 3,440 hours in all; 40 in this make and model; 50 in the last 90 days; 22 in the last 30 days; 4,340 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 8,607 hours
- Last inspection: continuous airworthiness programme, August 16, 1993; 26 hours since
- Maximum gross weight: 18,740 lb
- Seats: 8
- Landing gear: retractable
- Engine: Garrett TFE-731-2-1C (turbofan); 0 hours total
- Operator: Bac INC.
The flight
- Departed from: GTF Great Falls MT at 9:00 pm
- Flight plan: IFR
- Runway 31, 6,602 ft by 100 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 120° at 10 knots
- Visibility: 30 statute miles
- Sky: clear
- Temperature: 68°F (20°C), dew point 34°F (1°C)
- Altimeter: 30.00 inHg
- Observation at 8:35 pm from SUN
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.