Swearingen SA-26AT accident near Telluride, Colorado, December 30, 1987
On December 30, 1987, a Swearingen SA-26AT, registered N4468M, was substantially damaged in an accident near Telluride, Colorado (Telluride Regional airport). It was a personal flight under general aviation rules (Part 91). 2 people were seriously injured and 4 people had minor injuries. 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
- December 30, 1987
- Place
- Telluride, Colorado · Telluride Regional · map
- Type
- Accident
- Injuries
- 2 people were seriously injured and 4 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Swearingen SA-26AT · all SA-26ATs on the register
- Registration
- N4468M · no longer on the register · serial T26-119
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
DURING A VISUAL APCH, THE PLT SAID HE ENCOUNTERED 2000 FPM DOWNDRAFTS. THE PLT STATED HE ADDED POWER AND EXECUTED A NORMAL APCH AT 120 KTS, COMPENSATING FOR DOWNDRAFTS/CROSSWINDS. AFTER TOUCHDOWN, THE PLT SAID HE DID NOT GET A BETA LIGHT ON THE RIGHT ENG. HE STATED HE BROUGHT THE PWR LEVERS 'BEHIND THE GATE INTO REVERSE.' THE ACFT DRIFTED LEFT. THE PLT SAID HE CORRECTED WITH BRAKES AND NOSEWHEEL STEERING. HE APPLIED TAKEOFF POWER AND THE ACFT VEERED RIGHT, AND RAN OFF THE RIGHT SIDE OF THE RWY. THE ACFT COLLIDED WITH A DIRT BANK AND THEN TREES. THREE TIRE SKID MARKS WERE OBSERVED ONTHE RIGHT SIDE OF THE RWY. A PLT-WITNESS SAID WINDS WERE GUSTING 22-25 KTS, VARIABLE FROM 130-220 DEGREES. HE SAID THE ACFT LANDED FAST AND LONG. EXAM OF THE ENGINES AND PROPS REVEALED NO EVIDENCE OF MALFUNCTION. THE ENGINE MANUFACTURER RECOMMENDS PROP REVERSE NOT BE USED ON ICY RWY OR WHEN BETA LIGHT ON ONE ENGINE DOES NOT ILLUMINATE. THE ACFT MANUFACTURER ADVISES THAT NOSEWHEEL STEERING SHOULD NOT BE USED AT SPEEDS BELOW 40 KNOTS.
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, flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 3,344 hours in all; 200 in this make and model; 34 in the last 90 days
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Last inspection: inspection type not recorded
- Maximum gross weight: 10,000 lb
- Seats: 10
- Landing gear: retractable
- Engine: Garrett TPE331-1-151G (turboprop); 0 hours total
The flight
- Departed from: 11R Brenham TX
- Destination: TEX
- Flight plan: IFR
- Runway 27, 7,300 ft by 75 ft
Weather at the time
- Light: dusk
- Wind: from 200° at 10 knots, gusting 21
- Visibility: 40 statute miles
- Sky: scat at 8,000 ft
- Temperature: 25°F (-4°C), dew point 18°F (-8°C)
- Altimeter: 29.00 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 1 | 4 |
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.