Aero Commander CALLAIR A-9B accident near Saint Anthony, Idaho, June 12, 1997
On June 12, 1997 at about 6:30 pm local time, a Aero Commander CALLAIR A-9B, registered N7922V, was substantially damaged in an accident near Saint Anthony, Idaho (Stanford Field). It was an aerial application (crop spraying) flight under agricultural flying rules (Part 137). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the pilot's improper planning/decision and failure to dump the load of chemicals. Related factors were: the high density altitude, and a dirt embankment that was encountered during the landing roll.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 12, 1997 · about 6:30 pm local time
- Place
- Saint Anthony, Idaho · Stanford Field · 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 CALLAIR A- · all CALLAIR A-9Bs on the register
- Registration
- N7922V · no longer on the register · serial 1561
- Damage
- Substantial damage
- Flight
- Aerial application (crop spraying) flight · agricultural flying rules (Part 137)
The NTSB's narrative final · quoted from the NTSB record
The aerial application pilot had completed 10 chemical application flights on the morning of the accident. After the first two flights, he had to reduce the volume of his load, because as the ambient temperature increased, the aircraft's performance began to deteriorate. After the tenth flight, the pilot took on another load of chemicals and refueled the aircraft. He then attempted a takeoff with a density altitude of approximately 6,930 feet. After liftoff, the aircraft would not fly out of ground effect, and after it passed the end of the runway, the aircraft began to descend. The pilot then elected to dump the chemical load in order to reduce the aircraft's weight. He therefore reached down to pull the jettison handle, but accidentally pulled the spray handle instead. By the time he realized his mistake, he only had time to flare for a landing. During the landing roll, the aircraft hit a dirt embankment and the main gear collapsed.
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: single-engine land
- Flight time: 400 hours in all; 54 in this make and model
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: rear
The aircraft
- Last inspection: annual inspection
- Maximum gross weight: 3,400 lb
- Seats: 0
- Landing gear: fixed
- Engine: Lycoming IO-540-S (piston); 0 hours total
The flight
- Departed from: U12 at 6:30 pm
- Flight plan: none
- Runway 22, 4,000 ft by 50 ft
Weather at the time
- Light: daylight
- Wind: from 190° at 5 knots
- Visibility: 30 statute miles
- Sky: clear
- Temperature: 70°F (21°C), dew point 0°F (-18°C)
- Altimeter: 29.00 inHg
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.