Cessna 172S accident near Longmont, Colorado, September 22, 2010
On September 22, 2010 at about 3:00 pm local time, a Cessna 172S, registered N2459K, was substantially damaged in an accident during landing near Longmont, Colorado (Vance Brand airport). It was a personal 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
The pilot's inadequate landing flare and improper recovery from a bounced landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 22, 2010 · about 3:00 pm local time
- Place
- Longmont, Colorado · Vance Brand · map
- Type
- Accident
- Injuries
- No one was hurt; 3 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 172S · all 172Ss on the register
- Registration
- N2459K · no longer on the register · serial 172S-10034
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
According to the pilot, while on final approach to the runway and with the flaps positioned at 30 degrees, the airplane was high and fast. The airplane bounced during the landing, the pilot attempted an unsuccessful recovery. The airplane bounced again and the pilot initiated a go-around. He performed an uneventful second landing to the runway. After landing, damage to the propeller tips was observed and further examination revealed that the firewall was buckled. The pilot later informed the operator that the airplane was high and fast on final approach.
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
What happened, in order
- Hard landing during landing defining event
The NTSB's findings
- cause Personnel issues › Action/decision › Action › Incorrect action performance › Pilot
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Landing flare › Not attained/maintained
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 79 hours in all; 78 in this make and model; 32 in the last 90 days; 18 in the last 30 days; 10 as pilot in command
- Last flight review: September 14, 2010
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 2,163 hours
- Last inspection: 100-hour inspection, September 17, 2010; 4 hours since
- Maximum gross weight: 2,550 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming IO-360-L2A (piston); 0 hours total
- Operator: Mcair Aviation
The flight
- Departed from: BJC Broomfield CO at 2:00 pm
- Destination: BJC Broomfield CO
- Flight plan: none
- Runway 29, 4,800 ft by 75 ft
Weather at the time
- Light: daylight
- Visibility: 40 statute miles
- Sky: a few clouds at 8,000 ft
- Temperature: 63°F (17°C), dew point 50°F (10°C)
- Altimeter: 29.89 inHg
- Observation at 3:47 pm from BJC, 16 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight 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.
Other NTSB records under N2459K 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.