Rockwell 690B accident near Broomfield, Colorado, April 24, 1998
On April 24, 1998 at about 8:05 pm local time, a Rockwell 690B, registered N690ES, was substantially damaged in an accident near Broomfield, Colorado (Jeffco airport). It was an instructional flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
Failure of the flight instructor to maintain adequate supervision, and failure of the pilot receiving instruction to maintain directional control that was lost for reasons undetermined. A factor was the concrete culvert.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 24, 1998 · about 8:05 pm local time
- Place
- Broomfield, Colorado · Jeffco · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Rockwell 690B
- Registration
- N690ES · registry record · serial 11355
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot-owner said that after landing, he brought the condition levers from ground idle to reverse. The airplane veered to the right, as if 'one engine was developing more power than the other.' The instructor pilot took control and attempted to straighten the airplane but it departed the runway and struck a concrete culvert. The left landing gear collapsed, and the tip from one of the left propeller blades penetrated the pressure vessel. The right propeller and right and nose landing gears also sustained damage. During repairs, no abnormalities were found with either the propeller, pitch, or Bendix controllers.
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, flight instructor
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: helicopter; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 20,000 hours in all; 550 in this make and model; 19,600 as pilot in command; 3,000 on instruments
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 6,780 hours
- Last inspection: 100-hour inspection, November 1, 1997; 48 hours since
- Maximum gross weight: 11,355 lb
- Seats: 8
- Landing gear: retractable
- Engine: Garrett TPE-331-5-251 (turboprop); 0 hours total
The flight
- Departed from: F29 Oklahoma City OK at 4:30 pm
- Destination: BJC
- Flight plan: none
- Runway 11L, 9,000 ft by 100 ft
- A second pilot was aboard
Weather at the time
- Light: not reported
- Wind: from 240° at 12 knots
- Visibility: 60 statute miles
- Sky: broken clouds at 20,000 ft; scat at 8,000 ft
- Temperature: 75°F (24°C), dew point 23°F (-5°C)
- Altimeter: 29.00 inHg
- Observation at 8:07 pm from BJC
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.