Cessna 140 accident near Flagstaff, Arizona, July 20, 1986
On July 20, 1986 at about 3:20 pm local time, a Cessna 140, registered N76553, was substantially damaged in an accident near Flagstaff, Arizona (Pulliam airport). It was a personal 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
The NTSB has not yet published a probable cause for this accident. Investigations usually take one to two years; this page updates when the final report is released.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 20, 1986 · about 3:20 pm local time
- Place
- Flagstaff, Arizona · Pulliam · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 140 · all 140s on the register
- Registration
- N76553 · no longer on the register · serial 10989
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
A CESSNA 140 LOST CONTROL ON TAKEOFF GROUND RUN FROM RWY 21 AND COLLAPSED THE RIGHT MAIN LANDING GEAR. ON THE TAKEOFF ROLL THE ACFT VEERED TO THE RIGHT AND AS THE ACFT APPROACHED THE END OF THE RWY 21, IT VEERED SHARPLY BACK TO THE LEFT COLLAPSING THE RIGHT MAIN LANDING GEAR. THE WINDS WERE REPORTED FROM 060 DEG AT 7 KTS AT THE TIME OF THE ACCIDENT. THE PAX INDICATED THAT A VARIABLE QUARTERING TAILWIND CONDITION EXISTED AND THAT THE PLT WAS NOT COMFORTABLE WITH TAKING OFF WITH A TAIL WIND. HE ALSO INDICATED THAT THE ACFT VEERED RIGHT ON INITIAL TAKEOFF GROUND RUN AND THE PLT'S APPLICATION OF LEFT RUDDER WAS INEFFECTIVE. AS THE ACFT ACCELERATED THE LEFT RUDDER INPUT BECAME EFFECTIVE AND THE ACFT HEADED FOR THE LEFT SIDE OF THE RWY. THE PASSENGER STATED, 'THE PIC RESPONDED WITH FULL RIGHT RUDDER NOW TO COUNTERACT THE LEFT VEERING TENDANCY.' THE ACFT THEN VEERED BACK TO THE LEFT COLLAPSING THE RIGHT MAIN LANDING GEAR.
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
- Flight time: 150 hours in all
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Last inspection: inspection type not recorded
- Maximum gross weight: 1,500 lb
- Seats: 2
- Landing gear: fixed
- Engine: Continental C-85-12 (piston); 0 hours total
The flight
- Departed from: FLG Flagstaff AZ at 3:25 pm
- Destination: OKC Oklahoma City OK
- Flight plan: none
- Runway 21, 6,999 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 060° at 7 knots
- Visibility: 20 statute miles
- Sky: scat at 6,000 ft
- Temperature: 63°F (17°C), dew point 46°F (8°C)
- Altimeter: 30.00 inHg
- Observation at 3:21 pm from FLG
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.
Other NTSB records under N76553 the same tail number, which may have belonged to a different aircraft at the time
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.