Beech P35 and Beech K35 mid-air collision near Los Alamos, New Mexico, November 6, 2006
On November 6, 2006 at about 10:00 pm local time, 2 aircraft, Beech P35 (N102H) and Beech K35 (N5368E), were involved in a mid-air collision near Los Alamos, New Mexico (Los Alamos airport). No one was hurt; 3 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the failure of both pilots to maintain adequate visual lookout during the visual approach. A contributing factor was the failure of the N5368E's pilot to communicate his intentions on the Common Traffic Advisory Frequency.
the failure of both pilots to maintain adequate visual lookout during the visual approach. A contributing factor was the failure of N5368E's pilot to communicate his intentions on the Common Traffic Advisory Frequency.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 6, 2006 · about 10:00 pm local time
- Place
- Los Alamos, New Mexico · Los Alamos · map
- Type
- Incident · mid-air collision
- Injuries
- No one was hurt; 3 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft 1
- Beech P35 · all P35s on the register
- Registration
- N102H · no longer on the register · serial D-7153
- Damage
- Minor damage
- Flight
- Personal flight · general aviation rules (Part 91)
- Aircraft 2
- Beech K35 · all K35s on the register
- Registration
- N5368E · registry record · serial D-5847
- Damage
- Minor damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative for the Beech P35 final · quoted from the NTSB record
The airplane, a Beech P35, approached the airport from the north. At a local reporting location for airport, the pilot reported on the common traffic advisory (CTAF) frequency, 123.0 MHz, his position, altitude, and intention to land. The pilot completed his pre-landing checks approximately 1/2 miles from the runway 27 threshold and did not note any other aircraft or objects on the runway. Approximately 10 feet above the runway, the pilot began to initiate his landing flare when he heard a "clunk" sound. The airplane began what the pilot thought was his landing roll; however, his airplane was still 6 to 7 feet above the runway. The pilot then noticed his airplane begin to turn to the right and he attempted to correct to the left. Subsequently, the pilot observed another airplane underneath his airplane. Both airplanes turned to the right and came to rest on the runway. The pilot did not receive any transmissions from other aircraft in the area at the time of his approach and landing. The pilot of the other airplane, a Beech K35, reported that while en route with flight following from air traffic control, he and his passenger reviewed the airport chart because it was an "unfamiliar airport." The Beech K35 also approached the airport from the north, and he reported his position, altitude and intentions on the frequency 122.8 MHz. During the approach, the pilot and passenger did not hear over the radio or see any other aircraft in the area. The Beech K35 airplane entered a right base for runway 27 at 8,000 feet mean sea level. The pilot landed the airplane on runway 27 and approximately one second after touchdown, the Beech P35 airplane landed on top of his airplane. The CTAF for the airport is 123.0 MHz.
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 NTSB's narrative for the Beech K35 final · quoted from the NTSB record
The airplane, a Beech P35, approached the airport from the north. At a local reporting location for airport, the pilot reported on the common traffic advisory (CTAF) frequency, 123.0 MHz, his position, altitude, and intention to land. The pilot completed his pre-landing checks approximately 1/2 miles from the runway 27 threshold and did not note any other aircraft or objects on the runway. Approximately 10 feet above the runway, the pilot began to initiate his landing flare when he heard a "clunk" sound. The airplane began what the pilot thought was his landing roll; however, his airplane was still 6 to 7 feet above the runway. The pilot then noticed his airplane begin to turn to the right and he attempted to correct to the left. Subsequently, the pilot observed another airplane underneath his airplane. Both airplanes turned to the right and came to rest on the runway. The pilot did not receive any transmissions from other aircraft in the area at the time of his approach and landing. The pilot of the other airplane, a Beech K35, reported that while en route with flight following from air traffic control, he and his passenger reviewed the airport chart because it was an "unfamiliar airport." The Beech K35 also approached the airport from the north, and he reported his position, altitude and intentions on the frequency 122.8 MHz. During the approach, the pilot and passenger did not hear over the radio or see any other aircraft in the area. The Beech K35 airplane entered a right base for runway 27 at 8,000 feet mean sea level. The pilot landed the airplane on runway 27 and approximately one second after touchdown, the Beech P35 airplane landed on top of his airplane. The CTAF for the airport is 123.0 MHz.
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 for the Beech P35 from the NTSB's investigation tables, in plain English
Pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land; single-engine sea; instrument: airplane
- Flight time: 5,082 hours in all; 1,193 in this make and model; 3 in the last 90 days; 2 in the last 30 days; 4,933 as pilot in command
- Last flight review: January 1, 2005
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 6,699 hours
- Last inspection: annual inspection, October 1, 2006; 2 hours since
- Maximum gross weight: 3,125 lb
- Seats: 4
- Landing gear: retractable
- Engine: Continental IO-470-N (piston); 0 hours total
The flight
- Departed from: 00V Peyton CO at 8:30 pm
- Destination: LAM Los Alamos NM
- Flight plan: VFR
- Runway 27, 5,550 ft by 130 ft
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 64°F (18°C), dew point 0°F (-18°C)
- Altimeter: 30.23 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 |
The factual record for the Beech K35 from the NTSB's investigation tables, in plain English
Pilot
- Certificate: airline transport pilot
- Ratings: multi-engine land; multi-engine sea; single-engine land; instrument: airplane
- Flight time: 15,000 hours in all; 138 in this make and model; 7 in the last 90 days; 5 in the last 30 days; 10,000 as pilot in command; 500 on instruments
- Last flight review: December 1, 2004
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 4,712 hours
- Last inspection: annual inspection, June 1, 2006; 28 hours since
- Maximum gross weight: 2,950 lb
- Seats: 4
- Landing gear: retractable
- Engine: Continental IO-470-C (piston); 0 hours total
The flight
- Departed from: O43 Yerington NV
- Destination: LAM Los Alamos NM
- Flight plan: none
- Runway 27, 5,550 ft by 130 ft
- A second pilot was aboard
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.