Piper PA-18-135 accident near Del Norte, Colorado, January 2, 2012
On January 2, 2012 at about 7:50 pm local time, a Piper PA-18-135, registered N9952Q, was substantially damaged in an accident during landing (landing roll) near Del Norte, Colorado (Del Norte Kent Rominger Field). 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 the landing roll, which resulted in a runway excursion. Contributing to the accident were the sensitivity of the brake system and the certified flight instructor pilot's delayed remedial action.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 2, 2012 · about 7:50 pm local time
- Place
- Del Norte, Colorado · Del Norte Kent Rominger Field · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-18-135 · all PA-18-135s on the register
- Registration
- N9952Q · registry record · serial 18-3579
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot, who held a private pilot certificate, was receiving dual instruction from a certified flight instructor (CFI) to become familiar with his newly acquired tailwheel-equipped airplane. After practicing some standard flight maneuvers at altitude, the pilot returned to the departure airport to practice full stop landings and takeoffs. The CFI demonstrated the first landing, and then the pilot performed the next four landings and takeoffs with the CFI monitoring the controls and providing assistance when necessary. The CFI stated that the pilot's first landing was normal, the second landing required minor directional control assistance, the third landing required no assistance, and the fourth landing required some assistance from the base leg to final approach but the landing and roll were normal. On the fifth landing, the pilot made a nice three-point touchdown and rolled straight ahead. During the landing roll, the airplane suddenly swerved to the right and the CFI noticed that the pilot had already applied full left corrective rudder. The CFI then applied the left brake, but the application was ineffective. He then applied right brake to slow the airplane's pending departure off the runway. The airplane nosed over and came to rest in a snow bank that was bordering the runway. The top of the rudder sustained substantial damage. The airplane was equipped with a supplemental type certificate non-standard brake system. The CFI stated that, when he had ferried the airplane, he noted that the brake system was extremely sensitive. The CFI stated that he told the pilot early in his instruction that the use of the brakes should be avoided in normal operations due to their sensitivity. The CFI stated that he believes that the sensitivity of the brake system was a causal factor in the accident.
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
- Nose over/nose down during landing (landing roll)
- Runway excursion during landing (landing roll) defining event
The NTSB's findings
- cause Personnel issues › Action/decision › Action › Incorrect action performance › Pilot
- factor Aircraft › Aircraft systems › Landing gear system › Landing gear brakes system › Not specified
- factor Personnel issues › Action/decision › Action › Delayed action › Instructor/check pilot
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Directional control › Not attained/maintained
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 425 hours in all; 3 in this make and model; 3 in the last 90 days; 3 in the last 30 days
- Medical certificate: Class 3 (without waivers/limitations)
- Seat: frt
- Injury: no injuries
Flight instructor
- Certificate: flight instructor, private
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 9,040 hours in all; 93 in this make and model; 12 in the last 90 days; 5 in the last 30 days; 7,850 as pilot in command; 1,055 on instruments
- Last flight review: December 29, 2011
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: rear
- Injury: no injuries
The aircraft
- Airframe total time: 3,962 hours
- Last inspection: annual inspection, May 15, 2011
- Maximum gross weight: 1,950 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-360-B2B (piston); 0 hours total
The flight
- Departed from: 8V1 Del Norte CO at 7:30 pm
- Destination: 8V1 Del Norte CO
- Flight plan: not recorded
- Runway 24, 6,050 ft by 75 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Visibility: 25 statute miles
- Sky: clear
- Temperature: 27°F (-3°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 2 |
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 N9952Q 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.