Cessna R172E accident near Loveland, Colorado, March 23, 2019
On March 23, 2019 at about 4:43 pm local time, a 1967 Cessna R172E, registered N7879N, was substantially damaged in an accident during approach (VFR pattern base) near Loveland, Colorado (Northern Colorado Regional airport). It was a personal flight under general aviation rules (Part 91). 1 person was seriously injured and 2 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
An inflight loss of control on landing approach due to encountering a down-draft, and the pilot's failure to take timely action to abandon the approach and perform a go-around.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 23, 2019 · about 4:43 pm local time
- Place
- Loveland, Colorado · Northern Colorado Regional · map
- Type
- Accident
- Injuries
- 1 person was seriously injured and 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna R172E, built 1967 · all R172Es on the register
- Registration
- N7879N · no longer on the register · serial R172-0270
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
As the pilot approached the airport, another pilot heard him on the radio and advised him of "significant down drafts" on the approach to runway 15. The pilot acknowledged the transmission and continued his approach. When he turned onto the base leg, he encountered the "severe down-draft/microburst" the other pilot had mentioned. He applied full power in an attempt to climb out, but the airplane continued to descend striking a power-line and tree, and subsequently impacted terrain. A review of the weather showed that a complex wind pattern existed over the area during the period with a wind shift occurring immediately after the time of the accident. No support for convective microburst activity was noted over the area; however, a large area of light intensity precipitation with some potential for some outflow was noted, which could have been resulted in the different winds occurring over the accident site during the period. In addition, the High Resolution Rapid Refresh model sounding and satellite imagery and pilot reports noted support for mountain wave activity over the area, which supported downslope winds and downdraft activity in the area at the time of the accident. The National Weather Service had AIRMET advisories for turbulence and IFR and mountain obscuration conditions over the area, but no advisory for low-level wind shear. It is likely the pilot encountered shifting winds due to weather system in the area. With his reduced engine power on the base leg of the traffic pattern, the pilot most likely got into a downdraft that produced a sink rate that he could not recover from.
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
- Other weather encounter during approach (VFR pattern base)
- Loss of control in flight during approach (VFR pattern base) defining event
- Collision with terrain or object (not controlled flight into terrain) during uncontrolled descent
The NTSB's findings
- factor Environmental issues › Conditions/weather/phenomena › Wind › Downdraft › Awareness of condition
- cause Environmental issues › Conditions/weather/phenomena › Wind › Downdraft › Contributed to outcome
- cause Personnel issues › Action/decision › Action › Incorrect action performance › Pilot
Pilot
- Certificate: commercial pilot, military, private
- Ratings: single-engine land; instrument: helicopter; rotorcraft: helicopter
- Flight time: 1,235 hours in all; 52 in this make and model; 7 in the last 90 days; 31 as pilot in command
- Last flight review: September 11, 2018
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: left
- Injury: serious injuries
The aircraft
- Airframe total time: 17,752.1 hours
- Last inspection: annual inspection, January 2, 2019; 44.3 hours since
- Maximum gross weight: 2,500 lb
- Seats: 4
- Landing gear: fixed
- Engine: Continental IO-360-DB (piston); 9,444 hours total
The flight
- Departed from: COS Colorado Sprngs CO at 3:15 pm
- Destination: FNL Loveland CO
- Runway 15, 8,500 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 170° at 11 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 3,800 ft; a few clouds at 1,600 ft
- Temperature: 43°F (6°C), dew point 36°F (2°C)
- Altimeter: 29.93 inHg
- Observation at 4:56 pm from fnl, 3 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
6 documents, released by the NTSB on June 27, 2019. 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.
| # | Document | What it is | |
|---|---|---|---|
| 1 | Pilot's Statement | PDF, 1 page | View Download |
| 2 | Witness Statements | PDF, 5 pages | View Download |
| 3 | Wreckage Diagram | PDF, 1 page | View Download |
| 4 | Weather Report Pertinent to the Investigation | PDF, 1 page | View Download |
| 5 | NTSB Meteorologist's Area Weather Brief | PDF, 12 pages | View Download |
| 6 | Report Photos | PDF, 5 pages | View Download |
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.