Cessna 310E accident near Glenwood Spgs, Colorado, April 17, 1989
On April 17, 1989 at about 5:10 pm local time, a Cessna 310E, registered N4127G, was substantially damaged in an accident near Glenwood Spgs, Colorado (Glenwood Springs airport). It was a ferry 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
INADEQUATE COMPENSATION FOR THE WIND CONDITIONS BY THE PILOT, RESULTING IN A LOSS OF CONTROL OF FINAL APPROACH. CONTRIBUTING TO THE ACCIDENT WAS THE DOWNDRAFT.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 17, 1989 · about 5:10 pm local time
- Place
- Glenwood Spgs, Colorado · Glenwood Springs · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 310E · all 310Es on the register
- Registration
- N4127G · no longer on the register · serial 310M0033
- Damage
- Substantial damage
- Flight
- Ferry flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PRIVATE PLT/A&P MECHANIC WAS FERRYING AN ACFT TO HIS FBO TO PERFORM AN ANNUAL INSPECTION. DURING FINAL APPROACH TO RWY 32, A 3,300 X 50 FT, ASPHALT RWY, THE PLT SAID HE ENCOUNTERED STRONG TURBULENCE. THE ACFT TOUCHED DOWN 200 FT SHORT OF THE RWY, ON A PAVED HIGHWAY. THE ACFT SLID ONTO THE RWY AND MADE A SLOW LEFT TURN, COMING TO REST 300 FEET LEFT OF THE RWY CENTERLINE, WITH COMPLETE LANDING GEAR COLLAPSE. A POST ACCIDENT INSPECTION SHOWED EVIDENCE THAT THE LEFT TIRE TOUCHED DOWN HARD, AND THE LEFT STRUT MADE SCRAPE MARKS WITHIN 5 FT. THE ACFT BOUNCED BACK INTO THE AIR AND AT THE NEXT TOUCHDOWN, THE LEFT PROPELLER MADE STRIKE MARKS. THE PILOT SAID HE THOUGHT THE ACFT HAD HIT A LOW LEVEL WIND SHEAR ON FINAL. HE ALSO SAID HE THOUGHT THE LEFT AXLE BROKE OFF DUE TO FATIGUE. AN FAA AIRWORTHINESS INSPECTOR EXAMINED THE AXLE AND STATED THAT HE DISCOVERED NO EVIDENCE OF PRE-EXISTING CRACKS OR FATIGUE.
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: multi-engine land; single-engine land
- Flight time: 2,631 hours in all; 13 in this make and model; 3 in the last 90 days; 2 in the last 30 days; 2,538 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 7,500 hours
- Last inspection: annual inspection, May 3, 1988; 7 hours since
- Maximum gross weight: 4,990 lb
- Seats: 5
- Landing gear: retractable
- Engine: Continental IO-470-D (piston); 0 hours total
The flight
- Departed from: GJT Grand Junction CO at 4:30 pm
- Flight plan: none
- Runway 32, 3,300 ft by 50 ft
Weather at the time
- Light: daylight
- Wind: from 014° at 5 knots
- Visibility: 90 statute miles
- Sky: clear
- Temperature: 75°F (24°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.
Other NTSB records under N4127G 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.