Cessna TU206G accident near Alamosa, Colorado, June 14, 2006
On June 14, 2006 at about 6:00 pm local time, a Cessna TU206G, registered N6134X, was substantially damaged in an accident near Alamosa, Colorado (San Luis Valley Regional/Bergm airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 4 people were 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 during the landing. Contributing factors include the gusty winds, the crosswind, and the pilot exceeding the maximum demonstrated crosswind component for the airplane.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 14, 2006 · about 6:00 pm local time
- Place
- Alamosa, Colorado · San Luis Valley Regional/Bergm · map
- Type
- Accident
- Injuries
- No one was hurt; 4 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna TU206G · all TU206Gs on the register
- Registration
- N6134X · no longer on the register · serial U20605826
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
According to the pilot, he encountered a gust of wind during the landing flare to runway 20. The pilot stated that a gust brought the left wing up and he added power to recover and the airplane "straightened out." He stated that he reduced power to land and encountered a second gust of wind, bringing the left wing up again. The right wing impacted the runway and the airplane "ground looped," resulting in substantial damage. An examination of the airplane's systems revealed no anomalies. Reported winds were 240 degrees at 27 knots, gusting 36 knots. The crosswind component was calculated to be between 17 and 23 knots. According to the pilot operating handbook, the maximum demonstrated crosswind component for this airplane is 20 knots.
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: 549 hours in all; 121 in this make and model; 25 in the last 90 days; 16 in the last 30 days; 474 as pilot in command
- Last flight review: April 1, 2003
- Medical certificate: Class 3 (without waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 25,579 hours
- Last inspection: annual inspection, June 1, 2005
- Maximum gross weight: 3,600 lb
- Seats: 6
- Landing gear: fixed
- Engine: Teledyne Continental TSIO-520-M (piston); 0 hours total
The flight
- Departed from: PVU Provo UT at 3:30 pm
- Destination: ALS Alamosa CO
- Flight plan: none
- Runway 20, 8,519 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 240° at 27 knots, gusting 36
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 81°F (27°C), dew point 34°F (1°C)
- Altimeter: 30.25 inHg
- Observation at 5:52 pm from ALS, 1 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 3 |
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.