Piper PA-46-500TP accident near Steamboat Springs, Colorado, November 30, 2006
On November 30, 2006 at about 3:50 pm local time, a Piper PA-46-500TP, registered N804JH, was substantially damaged in an accident near Steamboat Springs, Colorado (Steamboat Springs/Bob Adams Fi airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The inadequate design of the engine mount, which caused an uncommanded left turn, loss of directional control, and impact with snow-covered terrain. Contributing to the accident was the low nose gear tire pressure.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 30, 2006 · about 3:50 pm local time
- Place
- Steamboat Springs, Colorado · Steamboat Springs/Bob Adams Fi · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-46-500TP · all PA-46-500TPs on the register
- Registration
- N804JH · registry record · serial 4697044
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During takeoff, the pilot applied power to the engine, and the takeoff roll was smooth. The pilot noted that the runway centerline was somewhat obscured by snow and the airplane drifted slightly to the right of centerline. As the airplane accelerated to approximately 50 to 60 knots (1/3 down the runway), the airplane “suddenly turned hard to the left and started to skid,” according to the pilot. The pilot immediately reduced power to idle and did not apply brakes or reverse thrust. Subsequently, the airplane departed the left side of the runway. After repairs were completed from a previous incident, the accident airplane was equipped with a supplemental type certificate (STC) engine mount that eliminated the need for repetitive inspections required by the airframe manufacturer’s service bulletins (SBs). Following a number of cracked engine mounts and nose gear failures, several Piper SBs were issued and the original engine mount was redesigned. The redesign process included finite element model analysis and other testing programs. These design tools were not incorporated in the original mount design. During a postaccident examination of the original engine mount and the STC engine mount, investigators found that there was compliance (flexibility) in the engine mount actuator attach feet structure (in both versions), which sometimes resulted in cracks in the engine mount at the actuator feet. Although the STC version reduced the likelihood of fatigue cracking in the mount, compliance remained. The NTSB’s investigation determined that compliance could be exacerbated at some speeds, resulting in a high shimmying effect, and a subsequent uncommanded left or right turn of the nosewheel during takeoff or landing. The new engine mount, which the manufacturer subsequently replaced under warranty on all PA-46-500TP airplanes, incorporates a heavy-duty, one-piece design at the actuator attach point, eliminating the original two-piece design, which was produced in two-weld and one-weld versions. The new one-piece design provides a less compliant structure, which prevents relative motion between the two feet in the original engine mount design. Subsequent to this investigation, evidence was received of bulkhead damage immediately behind the engine mount found on a PA-46-310P. The accident airplane was reexamined in 2008, and similar firewall damage was found. The mechanical damage and marks were consistent with the engine mount contacting the bulkhead periodically before the accident.
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: commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 3,160 hours in all; 207 in this make and model; 74 in the last 90 days; 29 in the last 30 days; 2,758 as pilot in command
- Last flight review: September 1, 2006
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 595 hours
- Last inspection: annual inspection, August 1, 2006; 55 hours since
- Maximum gross weight: 3,451 lb
- Seats: 6
- Landing gear: retractable
- Engine: Pratt & Whitney Canada PT6-42A (turboprop); 0 hours total
The flight
- Departed from: SBS Steamboat Sprin CO at 3:50 pm
- Destination: 1V6 Canon City CO
- Flight plan: IFR
- Runway 32, 4,482 ft by 100 ft
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: clear
- Temperature: -17°F (-27°C), dew point 0°F (-18°C)
- Altimeter: 30.42 inHg
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.
Other NTSB records under N804JH the same tail number, which may have belonged to a different aircraft at the time
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.