Beech B36TC accident near Hudson, Colorado, June 20, 2007
On June 20, 2007 at about 6:30 pm local time, a Beech B36TC, registered N6929B, was substantially damaged in an accident near Hudson, Colorado. It was a personal 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 improper in-flight decision, and his failure to maintain proper aircraft control during takeoff resulting in an inadvertent stall and the subsequent impact with the runway and terrain.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 20, 2007 · about 6:30 pm local time
- Place
- Hudson, Colorado · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech B36TC · all B36TCs on the register
- Registration
- N6929B · registry record · serial EA-414
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot took off on the 4,100' asphalt runway. During the takeoff roll, he said everything looked normal. He accelerated to 80 knots and rotated to a normal takeoff attitude. He said the airplane was slow to lift off, but did get into the air with approximately half the runway remaining. Immediately after breaking ground, the stall warning horn came on. The airplane was approximately 3-5 feet in the air when it rolled to the left. The left wing tip struck the ground. The airplane then rolled in the opposite direction striking the runway with the right main landing gear. The airplane then went off the left side of the runway, struck a dirt embankment, got airborne again, and then impacted the terrain in a nose down attitude. The airplane was substantially damaged. The pilot reported doing a full engine run-up prior to the takeoff attempt. All the airplane systems were working properly. The weather conditions at the time of the accident were clear skies, 7 miles visibility, winds 200 degrees at 5 knots, temperature 98 degrees Fahrenheit (F), dew point 34 degrees F, and an altimeter of 30.14 inches. The density altitude was calculated at 8,254 feet. Using an aircraft performance chart for "Take-off Distance - Flaps 0-degrees" provided by the pilot and entering raw weather data for the time of the accident, the chart shows a takeoff distance of approximately 1,950 feet. The chart is based on take-off power set before brake release, landing gear retracted when positive rate of climb is established, and a paved, level, dry runway surface.
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: airline transport pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 23,164 hours in all; 632 in this make and model
- Medical certificate: Class 3
- Injury: no injuries
The aircraft
- Landing gear: retractable
- Engine: Continental TSIO-520 (piston); 0 hours total
The flight
- Departed from: 18V Hudson CO
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 200° at 5 knots
- Visibility: 7 statute miles
- Sky: clear
- Temperature: 99°F (37°C), dew point 34°F (1°C)
- Altimeter: 30.13 inHg
- Observation at 12:55 pm from GXY
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.