Amateur-built EARLY BIRD accident near Akron, Colorado, July 23, 1995
On July 23, 1995 at about 6:00 pm local time, a amateur-built EARLY BIRD, registered N593JN, was substantially damaged in an accident near Akron, Colorado (Washington County airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
FAILURE OF THE PILOT TO PROPERLY FLARE THE AIRPLANE FOR LANDING DURING AN EMERGENCY LANDING AFTER TAKEOFF. FACTORS RELATING TO THE ACCIDENTS WERE: A MALFUNCTION OF THE SIDE RAVE VALVE, AN EXCESSIVELY RICH FUEL MIXTURE, AND THE HIGH DENSITY ALTITUDE, WHICH RESULTED IN A PARTIAL LOSS OF ENGINE POWER.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 23, 1995 · about 6:00 pm local time
- Place
- Akron, Colorado · Washington County · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built EARLY BIRD
- Registration
- N593JN · no longer on the register · serial 000113
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PILOT SAID THAT DURING TAKEOFF FROM AN EN ROUTE STOP ON A CROSS-COUNTRY FLIGHT, THE AIRCRAFT FELT SLUGGISH AFTER BECOMING AIRBORNE AND THAT THE ENGINE FAILED TO PRODUCE SUFFICIENT POWER TO REMAIN IN THE AIR. A FORCED LANDING WAS MADE WHICH WAS HARD. REPORTEDLY, THE AIRCRAFT BOUNCED AND DRIFTED OFF THE RUNWAY, WHERE IT TOUCHED DOWN, SHEARING OFF THE MAIN LANDING GEAR AND NOSED OVER. THE AIRCRAFT WAS EQUIPPED WITH A ROTORY ENGINE. EXAMINATION OF THE ROTORY ENGINE PROVIDED EVIDENCE THAT THE PTO SIDE RAVE VALVE MAY HAVE STUCK SHUT, LIMITING MAXIMUM RPM. ALSO, THE MIXTURE (WHICH WAS ADJUSTABLE ON THE GROUND) WAS SET SO THAT THE CARBURETOR JETTING WAS TOO RICH FOR THE DENSITY ALTITUDE. THE DENSITY ALTITUDE AT THE AIRPORT WAS APPROXIMATELY 7,200 FEET AT THE TIME OF TAKEOFF.
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
- Flight time: 109 hours in all; 45 in this make and model; 31 in the last 90 days; 15 in the last 30 days; 58 as pilot in command
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: rear
The aircraft
- Airframe total time: 45 hours
- Last inspection: annual inspection, November 26, 1994; 45 hours since
- Maximum gross weight: 1,000 lb
- Seats: 2
- Landing gear: fixed
- Engine: Rotax 583 (piston); 0 hours total
The flight
- Departed from: AKO CO at 6:00 pm
- Destination: 42V Benkelman NE
- Flight plan: none
- Runway 29, 7,000 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 350° at 9 knots
- Visibility: 25 statute miles
- Sky: scat at 16,000 ft
- Temperature: 81°F (27°C), dew point 48°F (9°C)
- Altimeter: 30.00 inHg
- Observation at 5:52 pm from AKO, 1 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.
Other NTSB records under N593JN the same tail number, which may have belonged to a different aircraft at the time
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.