Piper PA-28R-200 accident near Delta, Colorado, March 13, 2003
On March 13, 2003 at about 7:05 pm local time, a Piper PA-28R-200, registered N16438, was substantially damaged in an accident near Delta, Colorado. It was a flight test 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 loss of engine power due to company maintenance personnel's inadequate major engine overhaul (an oil pressure fitting in the engine accessory drive case had not been capped). Contributing factors were the loss of engine oil, and lack of suitable terrain for a forced landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 13, 2003 · about 7:05 pm local time
- Place
- Delta, Colorado · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-28R-200 · all PA-28R-200s on the register
- Registration
- N16438 · no longer on the register · serial 28R-7335147
- Damage
- Substantial damage
- Flight
- Flight test · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane's engine had just been overhauled, and this was the initial flight test. The pilot said the airplane was performing normally, then the engine speed (rpm) increased to red line. He adjusted the prop control to compensate for the high engine rpm, but the engine stopped. The pilot then told the pilot-flying that he had control of the airplane. He proceeded to shut the fuel off, and selected a field for the forced landing. He stabilized the airplane at best glide airspeed, and subsequently the landing gear automatically deployed. The pilot selected a secondary landing site, which was on the back side of a hill. The airplane bounced several times while "rapidly" descending down the hill. The airplane came to rest with the nose gear and left main gear collapsed. Additionally, the left wing spar and firewall were bent. A postaccident examination of the engine showed that one oil pressure fitting in the engine accessory drive case had not been capped.
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: single-engine land
- Flight time: 3,800 hours in all; 1 in this make and model; 3,800 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: rgt
- Injury: no injuries
Pilot
- Certificate: private
- Ratings: single-engine land; instrument: airplane
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 5,269.2 hours
- Last inspection: annual inspection, March 13, 2003; 0.1 hours since
- Maximum gross weight: 2,650 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming IO-360-CIC (piston); 0 hours total
The flight
- Departed from: MTJ Montrose CB at 7:00 pm
- Flight plan: none
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: at 4 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 64°F (18°C), dew point 21°F (-6°C)
- Altimeter: 30.19 inHg
- Observation at 7:53 pm from MTJ, 17 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| 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.