Beech A36 accident near Pagosa Springs, Colorado, October 14, 2010
On October 14, 2010 at about 10:55 pm local time, a Beech A36, registered N4979M, was substantially damaged in an accident during landing (flare/touchdown) near Pagosa Springs, Colorado (Stevens Field 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's improper flare, which resulted in a hard landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 14, 2010 · about 10:55 pm local time
- Place
- Pagosa Springs, Colorado · Stevens Field Airport · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech A36 · all A36s on the register
- Registration
- N4979M · registry record · serial E-1281
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During the final approach to the runway, the pilot stated that he allowed the airplane to develop a high sink rate which he did not correct. The airplane touched down on the runway and bounced airborne twice. The nose gear fork then fractured and separated and the propeller struck the runway surface. The airplane received substantial damage to the forward fuselage.
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
- Abnormal runway contact during landing (flare/touchdown) defining event
- Hard landing during landing (flare/touchdown)
- Landing gear collapse during landing (flare/touchdown)
- Nose over/nose down during landing (flare/touchdown)
- Part(s) separation from AC during landing (landing roll)
The NTSB's findings
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Descent rate › Incorrect use/operation
- cause Personnel issues › Action/decision › Action › Lack of action › Pilot
- Personnel issues › Psychological › Attention/monitoring › Task monitoring/vigilance › Pilot
Pilot
- Certificate: private
- Ratings: single-engine land; instrument: airplane
- Flight time: 8,500 hours in all; 8,000 in this make and model; 25 in the last 90 days; 25 in the last 30 days
- Last flight review: September 19, 2010
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 5,620 hours
- Last inspection: annual inspection, November 1, 2009; 45 hours since
- Maximum gross weight: 2,700 lb
- Seats: 6
- Landing gear: retractable
- Engine: Continental IO-550-BB (piston); 0 hours total
The flight
- Departed from: GCK Garden City KS at 8:30 pm
- Destination: PSO Pagosa Springs CO
- Flight plan: IFR
- Runway 19, 8,100 ft by 100 ft
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 66°F (19°C), dew point 45°F (7°C)
- Altimeter: 30.43 inHg
- Observation at 10:55 pm from PSO
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 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.