Beech D18S accident near Loveland, Colorado, November 30, 1995
On November 30, 1995 at about 8:30 pm local time, a Beech D18S, registered N8603A, was destroyed in an accident near Loveland, Colorado (Fort Collins-Loveland Mun airport). It was a personal flight under general aviation rules (Part 91). 1 person was seriously injured and 2 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
THE SECOND PILOT'S FAILURE TO COMPENSATE FOR WIND CONDITIONS AND HIS IMPROPER RECOVERY FROM A BOUNCED LANDING, AND THE PILOT-IN-COMMAND'S INADEQUATE SUPERVISION OF THE FLIGHT. FACTORS WERE THE SECOND PILOT'S LACK OF LANDING EXPERIENCE IN THE AIRPLANE MAKE/MODEL, AND THE GUSTY CROSSWIND CONDITIONS.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 30, 1995 · about 8:30 pm local time
- Place
- Loveland, Colorado · Fort Collins-Loveland Mun · map
- Type
- Accident
- Injuries
- 1 person was seriously injured and 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech D18S · all D18Ss on the register
- Registration
- N8603A · no longer on the register · serial A-557
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PILOT-OWNER/OPERATOR, WHO WAS SEATED IN THE RIGHT SEAT, SAID THE LEFT SEAT PILOT MADE THE APPROACH TO RUNWAY 15. THE WIND WAS REPORTED AS BEING FROM THE SOUTHWEST AT 20 KNOTS WITH NO REFERENCE TO GUSTS. HE SAID THE PILOT ALIGNED THE AIRPLANE 40 FEET LEFT OF RUNWAY CENTERLINE AND FAILED TO FLARE. THE AIRPLANE CONTACTED THE RUNWAY, BOUNCED BACK INTO THE AIR WITH THE RIGHT WING HIGH, AND BEGAN DRIFTING TO THE LEFT. THE RIGHT SEAT PILOT TOOK CONTROL, FIRST TRYING TO LOWER THE WING THEN ATTEMPTING TO ABORT THE LANDING. THE AIRPLANE STRUCK THE GROUND AND CARTWHEELED. THE LEFT SEAT PILOT SAID HE WAS 'RECEIVING TRAINING' FROM THE PILOT-OWNER AND WAS 'NOT AT THE CONTROLS' AT THE TIME OF THE ACCIDENT.
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: commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 7,000 hours in all; 800 in this make and model; 90 in the last 90 days; 10 in the last 30 days; 6,000 as pilot in command
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 11,281 hours
- Last inspection: annual inspection, January 10, 1995
- Maximum gross weight: 8,750 lb
- Seats: 2
- Landing gear: retractable
- Engine: P&W R-985-AN14B (piston); 0 hours total
The flight
- Departed from: 3V5 Fort Collins CO at 8:20 pm
- Destination: FNL
- Flight plan: none
- Runway 15, 8,500 ft by 100 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 240° at 24 knots, gusting 30
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 64°F (18°C), dew point 25°F (-4°C)
- Altimeter: 29.00 inHg
- Observation at 9:15 pm from FNL
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | 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.