Piper PA-28-161 accident near Denver, Colorado, July 7, 1991
On July 7, 1991 at about 3:20 pm local time, a Piper PA-28-161, registered N8256R, was destroyed in an accident near Denver, Colorado (Stapleton International airport). It was a personal flight under general aviation rules (Part 91). 1 person was seriously injured and 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
IMPROPER PLANNING/DECISION BY THE PILOT. FACTORS RELATED TO THE ACCIDENT WERE: A TAIL WIND, THE HIGH DENSITY ALTITUDE, THE PILOT'S FAILURE TO PROPERLY LEAN THE MIXTURE, AND HIS FAILURE TO USE ALL AVAILABLE RUNWAY.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 7, 1991 · about 3:20 pm local time
- Place
- Denver, Colorado · Stapleton International · map
- Type
- Accident
- Injuries
- 1 person was seriously injured and 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-28-161 · all PA-28-161s on the register
- Registration
- N8256R · no longer on the register · serial 28-8116017
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PILOT SELECTED 25 DEGREES OF FLAPS AND TOOK OFF ON RUNWAY 26L FROM INTERSECTION B5 (4465 FEET OF RUNWAY AVAILABLE, 10,004 FEET TOTAL LENGTH). HE SAID THE AIRPLANE CLIMBED TO ABOUT 300 FEET AGL, THEN THE STALL WARNING HORN SOUNDED. WHEN HE LOWERED THE NOSE TO INCREASE AIRSPEED, THE AIRPLANE DESCENDED. WHEN HE RAISED THE NOSE TO CHECK THE DESCENT, THE STALL WARNING HORN AGAIN SOUNDED. THIS SITUATION CONTINUED UNTIL THE PILOT WAS FORCED TO MAKE A CONTROLLED CRASH INTO A TREE IN A RESIDENTIAL NEIGHBORHOOD. DENSITY ALTITUDE WAS COMPUTED TO BE 7181 FEET. THE WINDS WERE FROM 010 DEGREES AT 21 KNOTS, GUSTING TO 30 KNOTS. REPORTEDLY, THE PILOT ENRICHED THE MIXTURE BEFORE TAKING OFF, THEN CONFIRMED THE THROTTLE AND MIXTURE WERE 'FULLY OPEN' AFTER THE STALL WARNING HORN SOUNDED. HE NOTED THAT THE TACHOMETER FOR THE FIXED PITCH PROPELLER WAS INDICATING 2400 RPM AT MAXIMUM POWER.
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; single-engine sea
- Flight time: 269 hours in all; 48 in this make and model; 34 in the last 90 days; 29 in the last 30 days; 190 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 4,328 hours
- Last inspection: 100-hour inspection, June 14, 1991; 52 hours since
- Maximum gross weight: 2,325 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320-D3G (piston); 0 hours total
- Operator: Nassau Flyers, INC.
The flight
- Destination: SAF Santa Fe NM
- Flight plan: VFR
- Runway 26L, 10,004 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 010° at 21 knots, gusting 30
- Visibility: 40 statute miles
- Sky: broken clouds at 15,000 ft; scat at 12,000 ft
- Temperature: 73°F (23°C), dew point 48°F (9°C)
- Altimeter: 30.00 inHg
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.
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.