Beech B-55 accident near Watkins, Colorado, May 8, 1990
On May 8, 1990 at about 9:15 pm local time, a Beech B-55, registered N113EW, was substantially damaged in an accident near Watkins, Colorado (Pront Range Airport). It was an instructional flight under general aviation rules (Part 91). 1 person had minor injuries; 2 others were unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
EXECUTING OF A SIMULATED SINGLE ENGINE APPROACH IN WIND CONDITIONS THAT EXCEEDED THE DEMONSTRATED CROSSWIND CAPABILITY OF THE AIRPLANE WITH BOTH ENGINES OPERATING.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 8, 1990 · about 9:15 pm local time
- Place
- Watkins, Colorado · Pront Range Airport · map
- Type
- Accident
- Injuries
- 1 person had minor injuries; 2 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech B-55 · all B-55s on the register
- Registration
- N113EW · no longer on the register · serial TC1099
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PURPOSE OF THE FLIGHT WAS MULTIENGINE INSTRUCTION. THE STUDENT WAS EXECUTING A SIMULATED RT. ENGINE OUT ILS APPROACH TO RUNWAY 26. THE WIND WAS REPORTED TO BE FORM 360 DEGREES AT 19 KTS. WITH GUSTS TO 24 KTS. THE STUDENT AND INSTRUCTOR ATTEMPTED TO CORRECT FOR THE RIGHT CROSSWIND WITH FULL LEFT AILERON AND RUDDER DEFLECTION. THE AIRPLANE CONTINUED TO DRIFT OFF CENTERLINE AS IT CROSSED THE MIDDLE MARKER. A GO-AROUND WAS ATTEMPTED WITH FULL POWER (BOTH ENGINES) BUT THE AIRSPEED DECAYED AND THE PILOTS COULD NOT MAINTAIN DIRECTIONAL OR ALTITUDE CONTROL. THE PILOT OPERATING HANDBOOK FOR THE BEECH 55 STATES THE DEMONSTRATED CROSSWIND LIMITATION WITH BOTH ENGINES OPERATING IS 22 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, flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; single-engine sea; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: helicopter; instructor: instrument airplane; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 8,400 hours in all; 500 in this make and model; 125 in the last 90 days; 50 in the last 30 days; 7,650 as pilot in command; 3,000 on instruments
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 3,076 hours
- Last inspection: 100-hour inspection, May 7, 1990; 1 hours since
- Maximum gross weight: 5,100 lb
- Seats: 4
- Landing gear: retractable
- Engine: Continental IO-520-E7B (piston); 0 hours total
The flight
- Departed from: FTG at 8:00 pm
- Destination: FTG
- Flight plan: none
- Runway 26, 8,000 ft by 100 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 360° at 19 knots, gusting 24
- Visibility: 10 statute miles
- Sky: broken clouds at 800 ft; clear
- Temperature: 50°F (10°C), dew point 43°F (6°C)
- Altimeter: 29.00 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 | |||
| 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.
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.