Embraer EMB 120ER accident near Greeley, Colorado, September 13, 2017
On September 13, 2017 at about 2:45 am local time, a 1999 Embraer EMB 120ER, registered N121CZ, was substantially damaged in an accident during standing near Greeley, Colorado (Greeley-Weld County airport). It was flown under charter and air-taxi rules (Part 135). 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 bus driver's failure to maintain clearance from the standing airplane during dark night conditions. Contributing to the accident was the airport's lack of an escort for the bus.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 13, 2017 · about 2:45 am local time
- Place
- Greeley, Colorado · Greeley-Weld County · map
- Type
- Accident
- Injuries
- No one was hurt; 3 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Embraer EMB 120ER RT, built 1999 · all EMB 120ERs on the register
- Registration
- N121CZ · registry record · serial 120350
- Damage
- Substantial damage
- Flight
- Flight · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
The airplane, which was operating as a nonscheduled domestic passenger flight, was standing on a ramp during dark night conditions waiting for the flight's passengers to arrive by bus; the flight crew was onboard the airplane. The only airport employee on duty opened the gate, told the bus driver to drop the passengers next to the airplane, and then returned to previous duties. The bus driver reported that there was no lighting on the ramp when he drove the bus onto it. He added that he made a right turn around the back of the airplane and "didn't see the wing." At that point, he was unable to stop the bus before it hit the wing. Although the bus driver reported that there was no light on the back of the wing, a video of the ramp area showed that the vertical portion of the T-tail was illuminated and that the airplane position lights were illuminated. The bus driver possessed current commercial passenger-carrying vehicle operational and medical certifications. The driver did not have vision problems. The driver stated that he was not using his cell phone at the time of the crash. A review of the driver's 72-hour activity history did not reveal any irregularities. The driver's postaccident toxicological testing results were negative for the tests performed. Given these facts, it is likely that the unescorted driver failed to maintain clearance from the airplane during the planeside delivery of passengers in dark night conditions. The lack of an airport employee to escort the bus to the side of the airplane likely contributed to the accident. After the accident, the operator stated that it would make a policy that drivers be guided to airplanes by a ground guide. If a ground guide was not available, the drivers would not be permitted to drop passengers planeside.
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
- Aircraft loading event during standing defining event
The NTSB's findings
- cause Personnel issues › Psychological › Attention/monitoring › Attention › Other/unknown
- cause Environmental issues › Physical environment › Object/animal/substance › Aircraft › Effect on operation
- cause Environmental issues › Conditions/weather/phenomena › Light condition › Dark › Effect on personnel
- factor Organizational issues › Support/oversight/monitoring › Oversight › Oversight of operation › Airport
Pilot
- Certificate: airline transport pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 3,365.5 hours in all; 799.2 in this make and model; 196.6 in the last 90 days; 71 in the last 30 days; 3,123.6 as pilot in command
- Last flight review: August 17, 2017
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: left
- Injury: no injuries
Co-pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land
- Flight time: 1,153 hours in all; 61.5 in this make and model; 61.5 in the last 90 days; 49.5 in the last 30 days; 904.4 as pilot in command
- Last flight review: August 4, 2017
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 33,531.5 hours
- Last inspection: continuous airworthiness programme, September 11, 2017
- Maximum gross weight: 26,433 lb
- Seats: 34
- Landing gear: retractable
- Engine 1: Pratt & Whitney PW118B (turboprop); 43,615 hours total
- Engine 2: Pratt & Whitney PW118B (turboprop); 38,914 hours total
- Operator: Freight Runners Express INC
The flight
- Departed from: GXY Greeley CO
- Destination: UOX Oxford MS
- Flight plan: IFR
- A second pilot was aboard
Weather at the time
- Light: night
- Wind: from 220° at 3 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 75°F (24°C), dew point 50°F (10°C)
- Altimeter: 29.96 inHg
- Observation at 1:56 am from KGXY
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Cabi | 1 | |||
| Flight crew | 2 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
11 documents, released by the NTSB on November 7, 2017. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
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.