Beech 1900D accident near Denver, Colorado, August 19, 1998
On August 19, 1998 at about 11:15 pm local time, a Beech 1900D, registered N251GL, was substantially damaged in an accident near Denver, Colorado (Denver International airport). It was a flight of an unrecorded kind under scheduled airline rules (Part 121). 1 person had minor injuries; 14 others were unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
Debonding of the propeller erosion shield due to an improper overhaul and repair by other maintenance personnel.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 19, 1998 · about 11:15 pm local time
- Place
- Denver, Colorado · Denver International · map
- Type
- Accident
- Injuries
- 1 person had minor injuries; 14 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech 1900D · all 1900Ds on the register
- Registration
- N251GL · registry record · serial UE-251
- Damage
- Substantial damage
- Flight
- Flight of an unrecorded kind · scheduled airline rules (Part 121)
The NTSB's narrative final · quoted from the NTSB record
Shortly after the airplane took off, the crew heard a loud noise and felt a slight vibration from the left propeller. They returned and landed. It was discovered that the propeller erosion shield had debonded and a portion had penetrated the passenger cabin just aft of the airstair door, knocked ajar Seat 1A Passenger Service Unit, ricocheted off the ceiling, and penetrated the inner window pane at Seat 2C. Laboratory examination of the propeller blade revealed an area 'consistent with adhesive disbonding (debond) on about 80% of the total bond area...' Three hundred hours before the accident, the blade had been overhauled and repaired. The repaired area contained numerous voids, air bubbles, dirt and debris. Evidence of chaffing (rubbing) was found at several locations in the debonded area, indicative of movement between the debonded erosion shield and the propeller blade body. Samples of the erosion shield adhesive were tested and found to have been mixed in improper proportions, reducing bond strength.
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: airline transport pilot
- Ratings: multi-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instrument: airplane
- Flight time: 1,700 hours in all; 700 in this make and model; 200 in the last 90 days; 40 in the last 30 days; 840 as pilot in command; 740 on instruments
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 4,142 hours
- Last inspection: continuous airworthiness programme, August 15, 1998; 34 hours since
- Maximum gross weight: 16,950 lb
- Seats: 19
- Landing gear: retractable
- Engine: P&W PT6A-67D (turboprop); 0 hours total
- Operator: Great Lakes Aviation, LTD.
The flight
- Departed from: DEN at 11:15 pm
- Destination: RKS Rock Springs WY
- Flight plan: IFR
- Runway 17R, 12,000 ft by 150 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 140° at 9 knots
- Visibility: 10 statute miles
- Sky: scat at 18,000 ft
- Temperature: 81°F (27°C), dew point 46°F (8°C)
- Altimeter: 30.00 inHg
- Observation at 10:53 pm from DEN
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 | |||
| Passengers | 1 | 12 |
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.