Piper PA-28R-210T accident near Fort Collins, Colorado, May 15, 1997
On May 15, 1997 at about 2:45 pm local time, a Piper PA-28R-210T, registered N43761, was substantially damaged in an accident near Fort Collins, Colorado (Loveland-Fort Collins 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
the pilot's failure to know and follow the emergency procedure for extending the landing gear after loss of electrical power. Factors relating to the accident were: an inoperative alternator, inadequate maintenance by the operator, a depleted battery, and inadequate pilot check out in the airplane.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 15, 1997 · about 2:45 pm local time
- Place
- Fort Collins, Colorado · Loveland-Fort Collins · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-28R-210T PA-28R-210 · all PA-28R-210Ts on the register
- Registration
- N43761 · registry record · serial 28R-7703310
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
When the pilot attempted to start the engine of the airplane he had rented, he found that the battery strength was insufficient to effect a start, and auxiliary power was used. While en route, the battery became depleted, and there was a total loss of electrical power. The pilot elected to land the airplane at an intermediate airport. He waited until late in the approach to lower the landing gear, which was electric with electric powered indication and manual emergency features. The pilot was unaware of the emergency landing gear extension procedures and landed the airplane with the landing gear retracted. Investigation revealed the alternator was inoperative when the aircraft was rented.
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; instrument: airplane; rotorcraft: glider
- Flight time: 532 hours in all; 13 in this make and model; 44 in the last 90 days; 26 in the last 30 days; 433 as pilot in command
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 5,036 hours
- Last inspection: 100-hour inspection, May 1, 1997; 23 hours since
- Maximum gross weight: 2,900 lb
- Seats: 4
- Landing gear: retractable
- Engine: Continental TSIO-360-F (piston); 0 hours total
- Operator: Altitudes Flight Training, INC
The flight
- Departed from: APA Englewood CO at 2:15 pm
- Destination: TOR Torrington WY
- Flight plan: VFR
- Runway 33, 8,500 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 170° at 4 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 52°F (11°C), dew point 48°F (9°C)
- Altimeter: 30.00 inHg
- Observation at 3:15 pm from FNL, 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.
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.