Piper PA 28R-201 accident near Steamboat Springs, Colorado, August 9, 2014
On August 9, 2014 at about 6:00 pm local time, a 1978 Piper PA 28R-201, registered N3509M, was substantially damaged in an accident during enroute near Steamboat Springs, Colorado. It was an instructional flight under general aviation rules (Part 91). 2 people were killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot’s inability to maintain a climb while attempting to cross over a mountain pass in high-density altitude conditions that degraded the airplane’s climb performance. Contributing to the accident was the pilot’s decision to attempt the flight in mountainous terrain and to enter the pass in such a way that an escape maneuver was not possible.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 9, 2014 · about 6:00 pm local time
- Place
- Steamboat Springs, Colorado · map
- Type
- Accident
- Injuries
- 2 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA 28R-201, built 1978 · all PA 28R-201s on the register
- Registration
- N3509M · no longer on the register · serial 28R-7837119
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The flight instructor and private pilot-rated student were flying a five-leg, cross-country flight to conclude a mountain flying training course. The final leg of the flight was intended to cross over the mountains near a popular mountain pass, which was frequented by local pilots because of the landmarks and highway below. When the flight was overdue, a search was conducted. The wreckage was located in a mountain pass about 2 miles south of the mountain pass that the pilots had intended to cross during the final leg. A postaccident examination of the airframe and engine revealed no evidence of mechanical malfunctions or failures that would have precluded normal operation. The density altitude around the time of the accident was calculated to be about 11,200 ft, which would have degraded the airplane's performance. According to the Pilot's Operating Handbook, at a density altitude of 11,200 ft with the landing gear and flaps retracted, the airplane would have had an expected climb rate of between 175 and 200 ft per minute (fpm). Documents about mountain flying found onboard the airplane stated that flight in mountains should not be attempted unless a climb rate of at least 200 ft per nautical mile (300 fpm) is available. Therefore, it is likely that the airplane could not attain a sufficient climb rate to clear mountainous terrain and that the pilot did not enter the pass at an appropriate entrance angle, which reduced the possibility of a successful escape maneuver.
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
- Low altitude operation/event during enroute defining event
- Controlled flight into terrain or object (CFIT) during enroute
The NTSB's findings
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Altitude › Not attained/maintained
- cause Aircraft › Aircraft oper/perf/capability › Aircraft capability › Climb capability › Capability exceeded
- cause Personnel issues › Task performance › Use of equip/info › Aircraft control › Pilot
- cause Environmental issues › Conditions/weather/phenomena › Temp/humidity/pressure › High density altitude › Effect on equipment
- factor Personnel issues › Action/decision › Info processing/decision › Decision making/judgment › Pilot
- factor Environmental issues › Conditions/weather/phenomena › Temp/humidity/pressure › High density altitude › Decision related to condition
- Environmental issues › Conditions/weather/phenomena › Temp/humidity/pressure › High density altitude › Response/compensation
- Environmental issues › Physical environment › Terrain › Mountainous/hilly terrain › Ability to respond/compensate
Flight instructor
- Certificate: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 4,000 hours in all
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: left
- Injury: fatal
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 134 hours in all; 32 in this make and model; 19 in the last 30 days
- Last flight review: December 17, 2013
- Medical certificate: Class 3 (without waivers/limitations)
- Seat: rgt
- Injury: fatal
The aircraft
- Airframe total time: 4,424.5 hours
- Last inspection: annual inspection, August 7, 2014; 10.5 hours since
- Maximum gross weight: 2,749 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming IO 360-C1C6 (piston); 0 hours total
- Operator: Journeys Aviation Flying Club
The flight
- Departed from: SBS Steamboat Springs CO at 5:45 pm
- Destination: BDU Boulder CO
- Flight plan: VFR
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 210° at 7 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 68°F (20°C), dew point 46°F (8°C)
- Altimeter: 30.31 inHg
- Observation at 5:54 pm from KSBS, 12 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 2 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
20 documents, released by the NTSB on June 30, 2015. 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.
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.