Amateur-built STEEN SKYBOLT accident near Rawlins, Wyoming, October 4, 1988
On October 4, 1988 at about 10:22 pm local time, a amateur-built STEEN SKYBOLT, registered N21SP, was substantially damaged in an accident near Rawlins, Wyoming (Rawlins Municipal airport). It was a ferry flight under general aviation rules (Part 91). No one was hurt; 2 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
- October 4, 1988 · about 10:22 pm local time
- Place
- Rawlins, Wyoming · Rawlins Municipal · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built STEEN SKYBOLT STEEN SKYB
- Registration
- N21SP · no longer on the register · serial P3
- Damage
- Substantial damage
- Flight
- Ferry flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PVT PLT IN COMMAND AND HIS ATP-RATED PAX WERE FERRYING THE NEWLY-PURCHASED ACFT FROM FL TO WA. THEY DEPARTED SCOTTSBLUFF, NE, AND WERE ENROUTE TO ROCK SPRINGS, WY, WHEN THE PAX ADVISED THE PLT INSUFFICIENT VFR FUEL RESERVES PRECLUDED CONTINUING TO RKS. THE PLT ELECTED TO DIVERT TO RAWLINS. THE PLT SAID WHEN ON FINAL APCH, ACFT WAS SLIGHTLY HIGH ON VASI AND HE CORRECTED. AS THE PLT FLARED FOR LANDING, HE NOTED A HIGH SINK RATE AND ADDED POWER. THE PLT SAID THERE WAS DIP IN THE RWY AND THE ACFT STRUCK THE RISING PORTION OF THE DIP. THE ACFT BOUNCED. THE PLT SAID HE WAS TO THE RIGHT OF CENTERLINE AND HE CORRECTED. THE ACFT TOUCHED DOWN AGAIN AND VEERED TO THE LEFT. THE PLT ATTEMPTED TO ABORT THE LANDING. THE ACFT LIFTED OFF AGAIN, STALLED, TOUCHED DOWN, SKIDDED SIDEWAYS AND GROUND LOOPED.
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
- Flight time: 135 hours in all; 17 in this make and model; 24 in the last 90 days; 8 in the last 30 days; 73 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: rear
The aircraft
- Airframe total time: 641 hours
- Last inspection: annual inspection, September 30, 1980; 15 hours since
- Maximum gross weight: 1,427 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming IO-540-C4J5 (piston); 0 hours total
The flight
- Departed from: BFF Scottsbluff NE at 8:24 pm
- Destination: RKS Rock Springs WY
- Flight plan: VFR
- Runway 22, 7,008 ft by 100 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 230° at 10 knots
- Visibility: 60 statute miles
- Sky: broken clouds at 12,000 ft; scat at 6,000 ft
- Temperature: 66°F (19°C), dew point 30°F (-1°C)
- Altimeter: 30.00 inHg
- Observation at 10:24 pm from RWL
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.
Other NTSB records under N21SP 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.