Beech 58 accident near Garfield, Colorado, October 15, 1988
On October 15, 1988 at about 8:50 pm local time, a Beech 58, registered N31135, was substantially damaged in an accident near Garfield, Colorado. It was a ferry flight under general aviation rules (Part 91). 1 person 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
- October 15, 1988 · about 8:50 pm local time
- Place
- Garfield, Colorado
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech 58 · all 58s on the register
- Registration
- N31135 · no longer on the register · serial TH-1538
- Damage
- Substantial damage
- Flight
- Ferry flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
N31135 WAS BEING FERRIED TO JAPAN FROM WICHITA WITH AN ENROUTE STOP IN OAKLAND, CA. THE ACFT WAS EQUIPPED WITH CABIN MOUNTED FERRY TANKS. THE PLT STATED THAT HE SWITCHED FROM THE ACFT FUEL TANKS TO THE FERRY TANK AND ABOUT 20 MINUTES LATER THE RIGHT ENG QUIT. THE PLT DESCRIBED THE ENG FAILURE AS IF 'SELECTING IDLE CUTOFF ON THE MIXTURE LEVER.' THE PLT HAD NOT YET PERFORMED THE ENG OUT PROCEDURES AFTER SWITCHING FUEL TANKS WITH UNSUCCESSFUL RESULTS, WHEN THE RT ENG 'SUDDENLY CONTINUED TO RUN AGAIN NORMALLY.' THE PILOT STATED THAT HE WAS PASSING THROUGH 13,000FT MSL IN A CLIMB WHEN THE ENG QUIT. HE SAID HE LOST A FEW THOUSAND FT DURING THE ENG OUT. THE AIRCRAFT CRASHED IN MONARCH PASS AT 11,300 FT WITH BOTH ENGINES OPERATING. POST CRASH EXAM DID NOT REVEAL ANY MALFUNCTIONS. THE PLT HAD FLOWN OVER TWO AIRPORTS DURING THE ENG OUT. THE TERRAIN ELEVATION OF THE AREA TO THE EAST OF THE ACC SITE WAS HALF THAT OF THE PASS. THE ACFT WAS BEING OPERATED AT A GROSS WEIGHT THAT WAS ABOUT 1,000 LBS OVER THE NORMAL MAX GROSS WEIGHT.
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: 8,819 hours in all; 354 in this make and model; 147 in the last 90 days; 4 in the last 30 days; 8,353 as pilot in command; 1,246 on instruments
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 18 hours
- Last inspection: inspection type not recorded, July 12, 1988; 18 hours since
- Maximum gross weight: 6,815 lb
- Seats: 1
- Landing gear: retractable
- Engine: Continental IO-550-C (piston); 0 hours total
- Operator: Rangeflyers, INC.
The flight
- Departed from: ICT Wichita KS at 6:12 pm
- Destination: OAK Oakland CA
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Visibility: 50 statute miles
- Sky: clear
- Temperature: 64°F (18°C), dew point 0°F (-18°C)
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.
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.