Piper PA-32R-300 accident near Salida, Colorado, February 18, 1997
On February 18, 1997 at about 9:15 pm local time, a Piper PA-32R-300, registered N4477F, was substantially damaged in an accident near Salida, Colorado (Harriet Alexander Field). It was a personal flight under general aviation rules (Part 91). No one was hurt; 5 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The airplane's performance being exceeded due to the pilot's inadequate preflight planning. Factors were the uphill runway, high density altitude, and the pilot's lack of experience performing takeoffs from a high altitude airport.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 18, 1997 · about 9:15 pm local time
- Place
- Salida, Colorado · Harriet Alexander Field · map
- Type
- Accident
- Injuries
- No one was hurt; 5 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-32R-300 · all PA-32R-300s on the register
- Registration
- N4477F · no longer on the register · serial 32R-7680449
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that during takeoff roll the aircraft accelerated to 60 MPH like it 'normally' does; however, it took 'longer than normal to accelerate to 80 MPH.' The aircraft appeared to 'lift off fine, but it didn't seem to climb as well as he would have liked.' He put the gear up and about 30 to 35 feet above the runway he lowered the aircraft's nose to accelerate to the best angle of climb airspeed. Instead of accelerating and continuing to climb, the aircraft began to descend. He 'cut the power,' and as the airplane touched down, the nose and left main landing gear collapsed. The airplane has automatic extending landing gear. The pilot did not use any flaps for the takeoff. The pressure altitude at the time of the accident was 7,489 feet and the temperature was 48 degrees Fahrenheit. The performance data derived for these conditions would be off of the chart. In the same section, there is a warning that, 'Performance information derived by extrapolation beyond the limits shown on the charts should not be used for flight planning purposes.' This was the pilot's third takeoff from a high altitude airport. Runway 24 rises 1.9 degrees, which equates to a 117 foot rise.
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; instrument: airplane
- Flight time: 423 hours in all; 139 in this make and model; 12 in the last 90 days; 7 in the last 30 days; 300 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,000 hours
- Last inspection: annual inspection, February 12, 1997; 4 hours since
- Maximum gross weight: 3,600 lb
- Seats: 7
- Landing gear: retractable
- Engine: Lycoming I0-540-K1G5D (piston); 0 hours total
The flight
- Departed from: 0V2 at 9:15 pm
- Destination: TYR Tyler TX
- Flight plan: VFR
- Runway 24, 7,350 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: from 240° at 15 knots
- Visibility: 20 statute miles
- Sky: clear
- Temperature: 48°F (9°C), dew point 0°F (-18°C)
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.
Other NTSB records under N4477F 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.