Piper PA-28R201T accident near Longmont, Colorado, August 25, 1990
On August 25, 1990 at about 4:20 pm local time, a Piper PA-28R201T, registered N31838, was substantially damaged in an accident near Longmont, Colorado (Vance Brand airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 4 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
LOSS OF ENGINE POWER DUE TO FUEL STARVATION FOR UNDETERMINED REASONS RESULTING IN A FORCED LANDING WHILE THE LANDING GEAR WAS STILL IN TRANSIT.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 25, 1990 · about 4:20 pm local time
- Place
- Longmont, Colorado · Vance Brand
- Type
- Accident
- Injuries
- No one was hurt; 4 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-28R201T · all PA-28R201Ts on the register
- Registration
- N31838 · registry record · serial 28R-7803301
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PRIVATE PILOT REPORTED DURING INITIAL CLIMB, THE ENGINE QUIT. HALF THE RUNWAY REMAINED AND THE PILOT MADE A FORCED LANDING FROM 100 FEET AGL. THE PILOT HAD RETRACTED THE LANDING GEAR, BUT ATTEMPTED TO LOWER IT FOR THE LANDING. THE PLANE TOUCHED DOWN WITH THE GEAR STILL IN TRANSIT. THE PLANE SLID TO THE RIGHT SIDE AND CAME TO REST OFF THE END AND TO THE RIGHT OF THE RUNWAY. THE RIGHT WING SPAR WAS DAMAGED. THE INVESTIGATION SHOWED THAT THE GASCOLATOR AND ENGINE FUEL SYSTEM CONTAINED ONLY TRACES OF FUEL, THE LEFT TANK CONTAINED 12 GALLONS AND THE RIGHT CONTAINED 5 GALLONS OF FUEL. THE LEFT TANK WAS SELECTED FOR TAKEOFF, BUT THE RIGHT WAS SELECTED AFTER THE ENGINE QUIT. A POSTACCIDENT ENGINE RUN WAS NORMAL AND PROVIDED NO EVIDENCE TO EXPLAIN THE APPARENT FUEL INTERRUPTION. FAA TESTS SHOWED THAT WITH 12 GALLONS, THE NORMAL NOSE UP ANGLE FOR TAKEOFF COULD HAVE UNPORTED. THE FUEL SUPPLY. THESE TESTS WERE CONDUCTED UNDER FIELD CONDITIONS.
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; instrument: airplane
- Flight time: 772 hours in all; 239 in this make and model; 61 in the last 90 days; 32 in the last 30 days; 666 as pilot in command
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: unk
The aircraft
- Airframe total time: 2,045 hours
- Last inspection: annual inspection, June 4, 1990; 98 hours since
- Maximum gross weight: 2,900 lb
- Seats: 4
- Landing gear: retractable
- Engine: Continental TSIO-360-FB1A (piston); 0 hours total
The flight
- Departed from: 2V2 at 4:20 pm
- Destination: 5CO0 Parkland CO
- Flight plan: none
- Runway 11, 4,800 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: from 090° at 5 knots
- Visibility: 100 statute miles
- Sky: clear
- Temperature: 0°F (-18°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 3 |
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.