Amateur-built LANCAIR IV P accident near Aspen, Colorado, August 12, 1999
On August 12, 1999 at about 6:34 pm local time, a amateur-built LANCAIR IV P, registered N124KM, was substantially damaged in an accident near Aspen, Colorado (Aspen-Pitkin County 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
A failure of the right landing gear's brake system. Factors were the improper touchdown point attained by the pilot, the existing weather conditions that included a tailwind and high density altitude, and the rocky ditch.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 12, 1999 · about 6:34 pm local time
- Place
- Aspen, Colorado · Aspen-Pitkin County · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built LANCAIR IV P LANCAIR IV
- Registration
- N124KM · no longer on the register · serial 141
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During the pilot's second landing attempt, the aircraft touched down near taxiway A2, 1,800 feet down the 7,004 foot runway. The airplane then failed to stop, and departed the end of the runway slightly left of the centerline into a grassy, rocky ditch. The pilot stated that after allowing the nose wheel to settle onto the runway, he applied brake pressure and the right brake appeared soft. He was not able to initiate a go-around due to the high density altitude (calculated to be 9,828 ft. mean sea level), and limited remaining runway. According to a mechanic employed at the airport, he observed a red fluid running down the right gear strut following the accident. A functional brake test of the right brake was performed, and it was confirmed that the right brake was 'soft.' The wind at the time the pilot landed was from 300 degrees at 10 knots. The airport normally directs traffic to land on runway 15 due to mountainous terrain, despite existing wind 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; rotorcraft: glider
- Flight time: 298 hours in all; 158 in this make and model
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 550 hours
- Last inspection: annual inspection, February 5, 1999; 100 hours since
- Maximum gross weight: 3,100 lb
- Seats: 4
- Landing gear: retractable
- Engine: Continental TSIO-550-B1B (piston); 0 hours total
The flight
- Departed from: GLD Goodland KS at 4:45 pm
- Destination: ASE
- Flight plan: none
- Runway 15, 7,004 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 300° at 10 knots
- Visibility: 10 statute miles
- Sky: scat at 12,000 ft
- Temperature: 70°F (21°C), dew point 0°F (-18°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.