Pipistrel Taurus accident near Durango, Colorado, July 8, 2011
On July 8, 2011 at about 11:00 pm local time, a Pipistrel Taurus, registered N261T, was substantially damaged in an accident during landing (flare/touchdown) near Durango, Colorado. It was a personal flight under general aviation rules (Part 91). 1 person was killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot’s loss of control during the off-airport landing in strong winds, 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
- July 8, 2011 · about 11:00 pm local time
- Place
- Durango, Colorado · map
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Pipistrel Taurus 503 · all Tauruss on the register
- Registration
- N261T · no longer on the register · serial 051T503
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
Witnesses observed the glider maneuvering at low altitude with the engine running, and it landed hard at an off-airport location. An examination of the airframe and engine did not detect any preimpact anomalies that would have prevented the normal operation of the glider, and the glider's ballistic recovery parachute had not been deployed. A review of the weather in the area found that conditions were favorable for convective clouds with updrafts and downdrafts up to 40 knots with the possibility of microbursts; therefore, it is likely that the pilot encountered strong wind conditions and chose to perform an off-airport landing. It is also likely that, had the pilot lost control of the glider at altitude (prior to the attempted landing), he would have deployed the ballistic recovery parachute.
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
- Other weather encounter during maneuvering
- Loss of control in flight during landing (flare/touchdown) defining event
- Hard landing during landing (flare/touchdown)
The NTSB's findings
- Environmental issues › Conditions/weather/phenomena › Wind › Downdraft › Effect on operation
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › (general) › Not attained/maintained
Pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land; single-engine sea; instrument: airplane; rotorcraft: glider
- Flight time: 7,439 hours in all; 41 in this make and model; 43 in the last 90 days; 25 in the last 30 days; 7,086 as pilot in command
- Last flight review: October 5, 2010
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: frt
- Injury: fatal
The aircraft
- Airframe total time: 62 hours
- Last inspection: annual inspection, May 16, 2011; 39 hours since
- Maximum gross weight: 1,215 lb
- Seats: 2
- Landing gear: fixed
- Engine: Rotax 503 UL (piston); 0 hours total
- Operator: Gemtec INC
The flight
- Departed from: KDRO Durango CO
- Destination: Durango CO
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 220° at 17 knots, gusting 22
- Visibility: 10 statute miles
- Sky: a few clouds at 11,000 ft
- Temperature: 90°F (32°C), dew point 36°F (2°C)
- Altimeter: 30.05 inHg
- Observation at 10:53 pm from DRO, 21 miles away
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.
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.