Beech B-60 accident near Angel Fire, New Mexico, October 28, 1999
On October 28, 1999 at about 9:05 pm local time, a Beech B-60, registered N243RC, was substantially damaged in an accident near Angel Fire, New Mexico (Angel Fire Airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to maintain aircraft control, and the pilot's inadequate decision to attempt the takeoff. Factors were the strong left rear cross wind, and the dirt embankment.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 28, 1999 · about 9:05 pm local time
- Place
- Angel Fire, New Mexico · Angel Fire Airport · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech B-60 · all B-60s on the register
- Registration
- N243RC · no longer on the register · serial P-273
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
A pilot/witness said that the airplane had been in for maintenance in Albuquerque, and he flew N243RC to Angel Fire for the accident pilot. The pilot/witness said that at approximately 1400 he landed the airplane on runway 17 with the wind from 230 degrees for 20 knots with gusts to 25 knots. The pilot taxied to runway 35, and started his takeoff roll with winds 230 to 270 degrees for 22 knots with gusts to 30 knots according to the FBO manager. Approximately 2 minutes later the pilot transmitted a distress call. Another witness observed the airplane 90 degrees to the runway approximately 1,000 feet from the threshold. He said that the airplane departed the left side of the runway at a 30 degree angle approximately 400 feet from the threshold. He said that there was no indication of nose wheel ground contact for the first 150 feet of runway departure. He further observed that airplane encountered wet earth while simultaneously encountering a dirt embankment with the left wing.
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
Pilot
- Certificate: private
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 4,700 hours in all; 1,000 in this make and model; 16 in the last 90 days; 7 in the last 30 days; 4,650 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 2,990 hours
- Last inspection: annual inspection, October 12, 1998
- Landing gear: retractable
- Engine: Lycoming TIO-541-E1C4 (piston); 0 hours total
The flight
- Departed from: AXX at 9:05 pm
- Destination: PWA Noble OK
- Flight plan: none
- Runway 35, 8,900 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 220° at 12 knots, gusting 15
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 64°F (18°C), dew point 19°F (-7°C)
- Altimeter: 30.00 inHg
- Observation at 9:15 pm from SKX, 18 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| 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.