Republic RC-3 accident near Santa Fe, New Mexico, September 30, 1996
On September 30, 1996 at about 3:30 pm local time, a Republic RC-3, registered N6103K, was substantially damaged in an accident near Santa Fe, New Mexico (Sante Fe County Municipal airport). It was a ferry flight under general aviation rules (Part 91). 1 person was seriously injured; 1 other was unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to obtain/maintain airspeed resulting in an inadvertent stall/mush. Factors were the high density altitude and the lack of suitable terrain for the landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 30, 1996 · about 3:30 pm local time
- Place
- Santa Fe, New Mexico · Sante Fe County Municipal
- Type
- Accident
- Injuries
- 1 person was seriously injured; 1 other was unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Republic RC-3 · all RC-3s on the register
- Registration
- N6103K · no longer on the register · serial 286
- Damage
- Substantial damage
- Flight
- Ferry flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot/owner, who stated that he was PIC, reported a takeoff weight of 2,800 pounds and a performance climb of 290 fpm. Following gear retraction at 80 mph, the airplane encountered a 'windshear, airspeed decreased to 60 mph (stall speed 58 mph) and the airplane would not climb.' The pilot-rated passenger told the PIC that 'he was getting slow and not to stall the aircraft.' The pilot released the 'back pressure on the yoke to recover from the impending stall, but there wasn't sufficient altitude to recover level flight.' Power lines, a fence, and vehicles obstructed the forced landing area. Witnesses observed the airplane rotate, fly in ground effect, not climbing, and in a high angle of attack as it proceeded down the runway. Subsequently, the airplane was observed losing altitude and 'sort of wobbling down with a tail low attitude.' The takeoff weight was calculated to be at the maximum allowable 3,150 pounds. Density altitude was calculated at 7,600 feet. VFR weather prevailed with clear skies, 40 miles visibility, with the winds 360 degrees at 8 kts.
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: airline transport pilot, flight engineer
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instrument: airplane
- Flight time: 7,000 hours in all; 20 in this make and model; 210 in the last 90 days; 80 in the last 30 days
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 1,105 hours
- Last inspection: annual inspection, October 13, 1995; 39 hours since
- Maximum gross weight: 3,150 lb
- Seats: 4
- Landing gear: fixed
- Engine: Franklin B9F (piston); 0 hours total
The flight
- Departed from: SAF at 3:25 pm
- Destination: P14 Holbrook AR
- Flight plan: VFR
- Runway 2, 8,324 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 360° at 8 knots
- Visibility: 40 statute miles
- Sky: clear
- Temperature: 55°F (13°C), dew point 34°F (1°C)
- Altimeter: 30.00 inHg
- Observation at 2:58 pm from SAF, 1 miles away
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.