Beech 36 accident near Centennial, Colorado, October 4, 2006
On October 4, 2006, a Beech 36, registered N7855R, was substantially damaged in an accident near Centennial, Colorado. It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the loss of engine power for undetermined reasons. Contributing factors were the light pole and parked vehicles impacted during the forced landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 4, 2006
- Place
- Centennial, Colorado · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech 36 · all 36s on the register
- Registration
- N7855R · registry record · serial E-134
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that during the downwind leg for the runway, he performed his "GUMPS" check, which included verifying the fuel selector position and extending the landing gear. The pilot lowered the flaps during the base leg. During the base leg to final approach turn, the pilot advanced the mixture lever to full rich, the propeller lever to full forward, and secured his seatbelt. At the time the pilot advanced the mixture and propeller controls, "there wasn't any change in the engine noise and the engine RPMs were noted to have fallen to 1,500 RPMs." At some point during the final approach, the engine lost power. The pilot twice attempted to restart the engine, however, the restart was not successful. The pilot declared an emergency and executed a forced landing to the partially vacant parking lot. During the forced landing, the airplane impacted a light pole and three parked vehicles. Examination of the airframe and systems revealed no anomalies. The engine was functionally tested and did not reveal any anomalies that would have prevented normal operation and production of rated horsepower. The reason for the loss of engine power was not determined.
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; instrument: airplane; rotorcraft: glider
- Flight time: 3,700 hours in all; 3,399 in this make and model; 30 in the last 90 days; 14 in the last 30 days; 3,700 as pilot in command
- Last flight review: May 1, 2006
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: minor injuries
The aircraft
- Airframe total time: 6,428 hours
- Last inspection: annual inspection, September 1, 2006; 14 hours since
- Maximum gross weight: 4,000 lb
- Seats: 6
- Landing gear: retractable
- Engine: Teledyne Continental IO-550-B (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: SJC San Jose CA at 7:30 pm
- Destination: APA Centennial CO
- Flight plan: IFR
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: overcast at 5,000 ft; clear
- Temperature: 0°F (-18°C), dew point 0°F (-18°C)
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.