Piper AEROSTAR 601P accident near Eagle, Colorado, November 17, 1996
On November 17, 1996 at about 10:05 pm local time, a Piper AEROSTAR 601P, registered N251B, was destroyed in an accident near Eagle, Colorado. It was a personal flight under general aviation rules (Part 91). 5 people were killed. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
The pilot initiating flight into known adverse weather conditions without proper certification. Factors were the meteorological conditions that existed --- low ceiling, low visibility, and falling snow --- and his use of contraindicated drugs.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 17, 1996 · about 10:05 pm local time
- Place
- Eagle, Colorado · map
- Type
- Accident
- Injuries
- 5 people were killed.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Piper AEROSTAR 601P AEROSTAR 6 · all AEROSTAR 601Ps on the register
- Registration
- N251B · registry record · serial 61P-8063422
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The noninstrument-rated pilot filed an IFR flight plan, but did not request nor was given a weather briefing. Shortly after taking off into low instrument meteorological conditions, he reported he was returning to the airport, but did not give a reason why. He never declared an emergency. The last transmission was when the pilot said he had 'the problem resolved,' and was continuing on to his destination. Various witnesses said the engines were 'revvying' and 'unsynchronized,' and that the propellers were being 'cycled.' One witness said brownish-black smoke trailed from the right engine. The airplane struck one ridge, then catapulted approximately 1,000 feet before striking another ridge. There was postimpact fire. Both propellers bore high rotational damage. Disassembly of the engines, propellers, turbochargers, and various components failed to disclose what may have prompted the pilot to want to return to the airport. Internal components of the right engine, however, were black and, according to a Textron Lycoming representative, were indicative of 'an excessively rich mixture.' A psychiatrist had recently treated the pilot for depression, attention deficit and bipolar disorders. The pilot also had a history of alcohol and drug abuse. Postmortem toxicology protocol disclose the presence of Fluoxetine (an antidepressant), Norfluoxetine (its metabolite), and Hydrocodone (the most commonly prescribed opiate).
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: multi-engine land; single-engine land
- Flight time: 752 hours in all; 16 in this make and model; 193 in the last 90 days; 23 in the last 30 days; 725 as pilot in command
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Last inspection: annual inspection, April 25, 1996
- Maximum gross weight: 6,000 lb
- Seats: 6
- Landing gear: retractable
- Engine: Lycoming IO-540-S1A5 (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: EGE CO
- Destination: FCM Minneapolis MN
- Flight plan: IFR
- Runway 0
Weather at the time
- Light: daylight
- Visibility: 1 statute miles
- Sky: overcast at 400 ft
- Temperature: 28°F (-2°C), dew point 25°F (-4°C)
- Altimeter: 30.00 inHg
- Observation at 9:55 pm from EGE, 6 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 4 |
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.