Piper PA-28-140 accident near Grand Junction, Colorado, June 12, 1999
On June 12, 1999 at about 9:45 pm local time, a Piper PA-28-140, registered N7556R, was substantially damaged in an accident near Grand Junction, Colorado ((Private Strip Not Named) airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's inadequate preflight planning and preparation for the runway and the environment in which he intended to fly. Factors were high-density altitude and a dirt runway.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 12, 1999 · about 9:45 pm local time
- Place
- Grand Junction, Colorado · (Private Strip Not Named) · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-28-140 · all PA-28-140s on the register
- Registration
- N7556R · no longer on the register · serial 28-22119
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
While on takeoff roll from a 2,250 foot long private air strip the aircraft became airborne then settled back to the ground off the end of the departure runway. The runway was dirt surface and the pilot was making his takeoff to the east. Wind at the time was from 290 degrees at 10 knots with gusts to 17 knots. Aircraft performance data provided information that the aircraft was within 70 pounds of its maximum certificated gross weight and that the takeoff chart upper limit was 7,000 foot density altitude. The actual density altitude was 7,700 feet. According to the chart, which was based on a hard surface runway, no wind, and the aircraft at maximum certificated gross weight, the takeoff roll should have been 1,750 feet. The chart also stated that extending the curves above the 7,000 foot upper limit was not permissible. The pilot said he thought he encountered a wind shear during rotation.
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: flight instructor, commercial pilot
- Ratings: single-engine land; instructor: airplane single-engine; instrument: airplane
- Flight time: 601 hours in all; 1 in this make and model; 118 in the last 90 days; 39 in the last 30 days; 511 as pilot in command; 245 on instruments
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 3,068 hours
- Last inspection: annual inspection, June 1, 1999; 1 hours since
- Maximum gross weight: 2,150 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320-32A (piston); 0 hours total
The flight
- Departed from: N/A at 9:45 pm
- Flight plan: none
- Runway 9, 2,250 ft by 50 ft
Weather at the time
- Light: daylight
- Wind: from 290° at 10 knots, gusting 17
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 86°F (30°C), dew point 28°F (-2°C)
- Altimeter: 30.00 inHg
- Observation at 9:56 pm from GJT
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.