Beech B90 accident near Burlington, Colorado, September 10, 1983
On September 10, 1983 at about 11:25 am local time, a Beech B90, registered N400AM, was substantially damaged in an accident near Burlington, Colorado (Burlington Municipal airport). It was a flight of an unrecorded kind under charter and air-taxi rules (Part 135). 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 NTSB has not yet published a probable cause for this accident. Investigations usually take one to two years; this page updates when the final report is released.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 10, 1983 · about 11:25 am local time
- Place
- Burlington, Colorado · Burlington Municipal · map
- Type
- Accident
- Injuries
- No one was hurt; 3 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech B90 · all B90s on the register
- Registration
- N400AM · no longer on the register · serial LJ 354
- Damage
- Substantial damage
- Flight
- Flight of an unrecorded kind · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
DURING ARRIVAL, THE PLT CHECKED THE LIGHTED WIND SOCK & ESTIMATED THAT THE WIND WAS FROM 020 DEG AT 10 KTS. HE ELECTED NOT TO LAND ON RWY 31 SINCE THERE WERE OBSTACLES NEAR THE APCH END. HE STATED THAT WHEN THE ACFT WAS ABOUT TO TOUCH DOWNON RWY 13, THERE WAS A BIG GUST OF WIND WHICH MADE THE ACFT LAND LONG. AS THE ACFT LANDED. THE PLT SELECTED MAX REVERSE,BUT GOT NO RESPONSE. HE DECIDE HE COULD NOT MAKE A SUCCESSFUL GO-AROUND SO HE APPLIED MAX BRAKING, BUT WAS UNABLE TO STOP ON THE REMAINING RWY. SUBSEQUENTLY, THE ACFT DEPARTED THE RWY, WENT THRU A FENCE, CROSSED A ROAD, HIT A POLE & THENTHE GEAR COLLAPSED AS IT WENT OVER RAILROAD TRACKS. A WITNESS ESTIMATED THAT AT ABOUT THE TIME THE ACFT WAS LANDING, THEWIND SHIFTED TO THE NORTH & INCREASED TO ABOUT 35 TO 40 MPH. REPORTEDLY, THE FINAL APCH SPEED WAS ABOUT 13 KTS TOO FAST.SKID MARKS WERE FOUND ON THE RWY, STARTING ABOUT 2000 FT FROM THE APCH END. WITH A 35 KT TAIL WIND, LANDING ROLL WITHOUTREVERSE THRUST WOULD HAVE BEEN 3015 FT. NO MALFUNCTIONS FOUND, BUT IT WAS NOTED THAT REVERSE SYS WAS INOP ABOVE 90 KTS.
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; instrument: airplane
- Flight time: 3,030 hours in all; 1,200 in this make and model; 114 in the last 90 days; 2,860 as pilot in command
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 10,540 hours
- Last inspection: approved inspection programme, September 6, 1983; 11 hours since
- Maximum gross weight: 9,650 lb
- Seats: 5
- Landing gear: retractable
- Engine: P&W PT6A-20 (turboprop); 0 hours total
The flight
- Departed from: DEN Denver CO at 10:43 am
- Flight plan: IFR
- Runway 13, 3,600 ft by 50 ft
Weather at the time
- Light: night, dark
- Wind: from 310° at 20 knots
- Visibility: 15 statute miles
- Sky: clear
- Temperature: 64°F (18°C), dew point 54°F (12°C)
- Altimeter: 29.00 inHg
- Observation at 10:50 am from GLD, 28 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 2 |
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.