Cessna 172XP accident near Larkspur, Colorado, May 19, 2000
On May 19, 2000 at about 3:55 pm local time, a Cessna 172XP, registered N758SZ, was substantially damaged in an accident near Larkspur, Colorado. It was an instructional 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
A forced landing on soft unsuitable terrain. Factors were improper wiring of the electric fuel boost pump, which produce high pressure when either on position was selected causing the engine to flood during the practice engine out approach.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 19, 2000 · about 3:55 pm local time
- Place
- Larkspur, Colorado · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 172XP · all 172XPs on the register
- Registration
- N758SZ · no longer on the register · serial 1723336
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During a dual instructional flight, the flight instructor gave the student a practice engine out approach by reducing power to 'just above idle.' At the completion of the maneuver, the student added power and the engine failed to respond. The instructor took control and conducted a forced landing to the field the student was using as a target for his maneuver. The terrain was soft and the aircraft nosed over during landing roll. Examination of the aircraft/engine, provided evidence the boost pump was improperly wired giving high boost when either high or low was selected. The switch was found on the low selection as prescribed for the maneuver being conducted. When and who made the wiring change was not determined.
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: flight instructor, commercial pilot
- Ratings: single-engine land; instructor: airplane single-engine; instrument: airplane
- Flight time: 569 hours in all; 35 in this make and model; 265 in the last 90 days; 84 in the last 30 days; 514 as pilot in command; 33 on instruments
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,423 hours
- Last inspection: 100-hour inspection, April 6, 2000
- Maximum gross weight: 2,400 lb
- Seats: 4
- Landing gear: fixed
- Engine: Continental IO360KB4B (piston); 0 hours total
The flight
- Departed from: APA Englewood CO at 3:00 pm
- Destination: 38U CO
- Flight plan: none
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 180° at 8 knots
- Visibility: 15 statute miles
- Sky: broken clouds at 20,000 ft; scat at 5,000 ft
- Temperature: 54°F (12°C), dew point 43°F (6°C)
- Altimeter: 30.00 inHg
- Observation at 3:55 pm from AFF, 10 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.
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.