Cessna 182P accident near Rifle, Colorado, March 14, 2000
On March 14, 2000 at about 1:40 pm local time, a Cessna 182P, registered N8236M, was substantially damaged in an accident near Rifle, Colorado (Garfield County Regional). It was a positioning flight under general aviation rules (Part 91). 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
Loss of engine power for undetermined reasons. A factor was unsuitable terrain on which to make a forced landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 14, 2000 · about 1:40 pm local time
- Place
- Rifle, Colorado · Garfield County Regional · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 182P · all 182Ps on the register
- Registration
- N8236M · registry record · serial 18264569
- Damage
- Substantial damage
- Flight
- Positioning flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane had just taken off from runway 26, was about two-thirds the way down the runway, and had climbed to 300 to 400 feet above the ground when the engine lost power. When the pilot switched the fuel pump to HIGH BOOST, power returned momentarily (2 to 5 seconds) and then was lost again. The pilot made a forced landing in the dirt median between the east and westbound lanes of an interstate highway. Disassembly and inspection of the engine disclosed no anomalies. The airplane was equipped with a Continental IO-470-F fuel injected engine, rated at 260 horsepower, in accordance with STC (supplemental type certificate) SA3825SW. The STC holder offered three scenarios that could result in a power loss: (1) Previous induction fires could weaken the duct containing the alternate air door which could become loose and block air to the engine. (2) Taking off with the fuel selector in the off position. (3) A loose line in the fuel system would allow air to be introduced, manifested by fluctuations on the fuel pressure gauge.
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, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 6,870 hours in all; 460 in this make and model; 98 in the last 90 days; 38 in the last 30 days; 6,466 as pilot in command; 2,044 on instruments
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 2,947 hours
- Last inspection: annual inspection, January 4, 2000; 6 hours since
- Maximum gross weight: 2,950 lb
- Seats: 4
- Landing gear: fixed
- Engine: Continental IO-470-F (piston); 0 hours total
The flight
- Departed from: RIL Rifle CO at 1:31 pm
- Destination: ASE Aspen CO
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 170° at 4 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 30°F (-1°C), dew point 21°F (-6°C)
- Altimeter: 30.00 inHg
- Observation at 1:53 pm from RIL, 1 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.
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.