Rose-Rhinehart A4-C accident near Longmont, Colorado, June 19, 2010
On June 19, 2010 at about 7:30 pm local time, a Rose-Rhinehart A4-C, registered N14884, was substantially damaged in an accident during landing (flare/touchdown) near Longmont, Colorado (Colorado Antique Field). It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
A loss of engine power due to fuel starvation as a result of the pilot's failure to open the fuel valve, resulting a loss of engine power after takeoff. Contributing to the accident was the pilot's overall lack of experience in the airplane make/model.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 19, 2010 · about 7:30 pm local time
- Place
- Longmont, Colorado · Colorado Antique Field · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Rose-Rhinehart A4-C · all A4-Cs on the register
- Registration
- N14884 · registry record · serial 508
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
This was the pilot's first flight in the airplane make/model. Shortly after take off, the engine lost power. The airplane developed a high sink rate and "hit the ground hard in a flat attitude and bounced." The landing gear collapsed and the airplane nosed over. The pilot later discovered that the fuel valve, which was difficult to see due to its position underneath and forward of the instrument panel, was in the "OFF" 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
What happened, in order
- Loss of engine power (partial) during initial climb
- Fuel starvation during initial climb
- Nose over/nose down during landing (flare/touchdown) defining event
The NTSB's findings
- cause Aircraft › Aircraft systems › Fuel system › Fuel selector/shutoff valve › Not used/operated
- factor Personnel issues › Experience/knowledge › Experience/qualifications › Total experience w/ equipment › Pilot
Pilot
- Certificate: private
- Ratings: single-engine land; single-engine sea
- Flight time: 1,886 hours in all; 0 in this make and model; 15 in the last 90 days; 8 in the last 30 days; 1,654 as pilot in command
- Last flight review: September 19, 2009
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: sngl
- Injury: minor injuries
The aircraft
- Airframe total time: 341 hours
- Last inspection: annual inspection, August 14, 2008; 51 hours since
- Maximum gross weight: 860 lb
- Seats: 1
- Landing gear: fixed
- Engine: Continental O-200 (piston); 0 hours total
The flight
- Departed from: 8CO7 Longmont CO at 7:30 pm
- Destination: 8CO7 Longmont CO
- Flight plan: none
- Runway 07, 3,400 ft by 150 ft
Weather at the time
- Light: daylight
- Visibility: 50 statute miles
- Sky: clear
- Temperature: 75°F (24°C), dew point 0°F (-18°C)
- Observation at 9:38 pm from BJC
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight 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.
Other NTSB records under N14884 the same tail number, which may have belonged to a different aircraft at the time
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.