Piper PA-22-150 accident near Emmett, Idaho, May 12, 2024
On May 12, 2024 at about 4:50 pm local time, a 1956 Piper PA-22-150, registered N3915P, was substantially damaged in an accident during landing (landing roll) near Emmett, Idaho (Emmett Municipal Airport). It was an instructional 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’s loss of directional control during landing roll due to a loose tailwheel leaf spring assembly.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 12, 2024 · about 4:50 pm local time
- Place
- Emmett, Idaho · Emmett Municipal Airport · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-22-150, built 1956 · all PA-22-150s on the register
- Registration
- N3915P · registry record · serial 22-3585
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The flight instructor reported that the wind was calm when the pilot receiving instruction performed a 3-point landing in the tailwheel equipped airplane. During the landing roll, the tailwheel began to shimmy. The pilot was able to raise the tail momentarily in an attempt to stop the shimmy before it settled back onto the runway. The tailwheel continued to shimmy, and the airplane veered to the left. The pilot attempted to correct with right rudder and brake input. The airplane began to correct to the right towards the runway centerline, however, the right turn continued to accelerate, despite the pilot and flight instructor’s left rudder inputs. Subsequently, the left main landing gear collapsed, and the left wing was substantially damaged when it impacted the ground. Post accident examination of the airplane determined that the tailwheel leaf spring assembly was loose. Corrosion was observed on the left main landing gear attach points. It is likely the loose tailwheel spring assembly was preexisting and caused the tailwheel shimmy and contributed to the loss of directional control and the subsequent landing gear failure.
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
What happened, in order
- Loss of control on ground during landing (landing roll)
- Attempted remediation/recovery during landing (landing roll)
- Landing gear collapse during landing (landing roll)
- Dragged wing/rotor/float/other during landing (landing roll)
- Sys/Comp malf/fail (non-power) during landing (landing roll) defining event
The NTSB's findings
- Aircraft › Aircraft systems › Landing gear system › Main landing gear attach sec › Fatigue/wear/corrosion
- Aircraft › Aircraft systems › Landing gear system › Nose/tail landing gear › Damaged/degraded
- Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Directional control › Not attained/maintained
Flight instructor
- Certificate: flight instructor, commercial pilot
- Ratings: single-engine land; instructor: airplane single-engine; instructor: glider; instructor: instrument airplane; instrument: airplane; rotorcraft: glider
- Flight time: 8,398 hours in all; 7 in this make and model; 78 in the last 90 days; 28 in the last 30 days; 8,331 as pilot in command; 5,846 on instruments
- Medical certificate: Class 3 (waiver time limited special)
- Seat: rgt
- Injury: no injuries
Pilot
- Certificate: private
- Ratings: multi-engine land
- Flight time: 216 hours in all; 11 in this make and model
- Medical certificate: Class 1
- Seat: left
- Injury: no injuries
The aircraft
- Last inspection: inspection type not recorded
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320 (piston); 0 hours total
The flight
- Departed from: MAN Nampa ID at 4:30 pm
- Destination: S78 Emmett ID
- Flight plan: none
- Runway 10, 3,307 ft by 55 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 290° at 11 knots
- Visibility: 6 statute miles
- Sky: clear
- Temperature: 72°F (22°C), dew point 43°F (6°C)
- Altimeter: 29.93 inHg
- Observation at 9:56 am from KMUO, 56 miles away
Weather report (METAR): METAR KMUO 121556Z AUTO 29011KT 6SM HZ CLR 22/06 A2993 RMK AO2 SLP112 T02170064 $
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 2 |
Photographs from the investigation 2 pictures from the NTSB's docket, as the NTSB released them
Photograph 1 – Airplane as viewed from the front left side.
Photograph 2 – Airplane as viewed from the rear left side.The NTSB's photographs with the NTSB's captions, at screen size. Open a picture to see it full size or to report one that should not be shown.
Documents from the investigation the NTSB's docket: the evidence folder behind the report
3 documents, released by the NTSB on June 5, 2025. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
| # | Document | What it is | |
|---|---|---|---|
| 1 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 | PDF, 11 pages | View Download |
| 2 | Accident Photographs | PDF, 3 pages · our copy | View Download |
| 3 | Memorandum for Record | PDF, 1 page | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
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.