Piper PA-28-140 accident near Leadville, Colorado, June 27, 1997
On June 27, 1997, a Piper PA-28-140, registered N6306R, was substantially damaged in an accident near Leadville, Colorado. It was a ferry flight under general aviation rules (Part 91). 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
an attempt by the pilot to fly the aircraft over mountainous terrain in a regime that was beyond its climb performance limit. High density altitude was a related factor.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 27, 1997
- Place
- Leadville, Colorado · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-28-140 · all PA-28-140s on the register
- Registration
- N6306R · no longer on the register · serial 28-21471
- Damage
- Substantial damage
- Flight
- Ferry flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
While on a cross-country ferry flight to deliver the aircraft to its new owner, the pilot attempted to fly through a mountain pass, which was 12,095 feet above mean sea level (msl). He climbed the aircraft to 12,000 feet msl and said the aircraft would not maintain speed or better than 2,350 engine rpm (2,600 rpm is maximum), and it settled at a rate of 75 to 150 feet per minute. The temperature at that altitude was 54 degrees Fahrenheit (F). A forced landing was made, and the aircraft nosed over and came to rest on its back. The pilot received minor injuries and hiked to the nearest road, where he obtained help and was taken to a local hospital. According to the aircraft climb performance chart, 12,000 feet msl and 54 degrees F is outside the chart limits, thus placing the aircraft outside the climb performance flight envelope. Following the accident and recovery of the aircraft, inspection of the engine revealed the engine could be operated. Two test runs were conducted, and the engine performed to its maximum capability for the temperature and altitude present at the time of the engine runs.
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: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 1,073 hours in all; 36 in this make and model; 62 in the last 90 days; 48 in the last 30 days; 609 as pilot in command; 62 on instruments
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,830 hours
- Last inspection: annual inspection, June 20, 1997; 7 hours since
- Maximum gross weight: 2,150 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320-E2A (piston); 0 hours total
The flight
- Departed from: 2E3 Grover TX at 8:50 pm
- Destination: ASE Aspen CO
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 270° at 4 knots
- Visibility: 30 statute miles
- Sky: scat at 10,000 ft
- Temperature: 61°F (16°C), dew point 28°F (-2°C)
- Altimeter: 30.00 inHg
- Observation at 1:45 am from ASE, 30 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.