Beech 60 accident near Pueblo, Colorado, June 4, 1997
On June 4, 1997 at about 11:16 pm local time, a Beech 60, registered N7396D, was substantially damaged in an accident near Pueblo, Colorado (Pueblo Memorial airport). It was a business flight under general aviation rules (Part 91). No one was hurt; 3 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
loss of power in the right engine and failure of the right propeller to feather for undetermined reasons. A factor relating to the accident was: the pilot's failure or inability to align the airplane with the runway during the forced landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 4, 1997 · about 11:16 pm local time
- Place
- Pueblo, Colorado · Pueblo Memorial · map
- Type
- Accident
- Injuries
- No one was hurt; 3 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech 60 · all 60s on the register
- Registration
- N7396D · no longer on the register · serial P-120
- Damage
- Substantial damage
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot said the right engine lost power while the airplane was in cruise flight at 11,000 feet. He attempted to feather the propeller, but was unsuccessful. The airplane began losing altitude, and the pilot was unable to arrest the descent. He returned the throttle to the full power position, declared an emergency, and diverted to the nearest suitable airport. As the airplane approached the airport, the pilot saw that he was almost perpendicular to the runway of intended landing, about 50 feet above the ground, and at low airspeed. As he turned to align the airplane, the right main landing gear struck the runway. The pilot lost directional control and the airplane skidded sideways. The landing gear collapsed, and the airplane slide to a halt. Both engines were later functionally tested, and operated normally and at full power. According to the Beech Aircraft Corporation, under the conditions that prevailed, the airplane had an approximate 200 feet per minute single engine rate of climb. Single engine service ceiling was 15,700 feet.
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
- Flight time: 1,129 hours in all; 459 in this make and model; 30 in the last 90 days; 18 in the last 30 days; 989 as pilot in command
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 2,750 hours
- Last inspection: annual inspection, May 29, 1996; 75 hours since
- Maximum gross weight: 6,725 lb
- Seats: 6
- Landing gear: retractable
- Engine: Lycoming TIO-541-E4C5 (piston); 0 hours total
The flight
- Departed from: LAS Las Vegas NV at 8:14 pm
- Destination: GLD Goodland KS
- Flight plan: IFR
- Runway 26, 10,496 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 100° at 15 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 79°F (26°C), dew point 46°F (8°C)
- Altimeter: 29.00 inHg
- Observation at 11:29 pm from PUB
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 2 |
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.