Cessna 172S accident near Georgetown, Colorado, July 26, 2002
On July 26, 2002 at about 6:35 pm local time, a Cessna 172S, registered CGKRA, was substantially damaged in an accident near Georgetown, Colorado. It was a personal flight under general aviation rules (Part 91). 2 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the pilot's inadequate preflight planning for a flight through high mountainous terrain, and the pilot committing himself to a mountainous flight path where terrain clearance was not possible. Contributing factors were the high density altitude weather condition, and the rising mountainous terrain.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 26, 2002 · about 6:35 pm local time
- Place
- Georgetown, Colorado · map
- Type
- Accident
- Injuries
- 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 172S · all 172Ss on the register
- Registration
- CGKRA · no longer on the register · serial 172S8863
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot said he departed and planned to follow Interstate 70 to his destination. He said his cruise altitude was 10,500 feet, or "until higher was necessary." He said he was navigating with a World Aeronautical Chart (a visual flight rules [1:1,000,000] navigation chart). The pilot said, "after approximately 30 minutes of flight, I became aware of the narrowing of the valley and the significant rising ground elevation." When the Eisenhower Tunnel (11,000 feet) became visible, he "realized more altitude was required, but full throttle could only produce minimal positive climb." The pilot said he considered a 180 degree turn, but was concerned about stalling in such a tight turn. He "decided to try climbing through a cleared ski run, just left off I-70," but subsequently impacted rising terrain at 11,500 feet (14,992 feet density altitude). Both wings suffered rib and spar damage, the cabin overhead was bent, and the engine firewall exhibited crushing. The airplane's Pilot's Operating Handbook (POH) states that the service ceiling for this airplane was 14,000 feet.
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: commercial pilot
- Ratings: multi-engine land; single-engine land
- Flight time: 948 hours in all; 139 in this make and model; 23 in the last 90 days; 21 in the last 30 days; 748 as pilot in command
- Last flight review: July 3, 2002
- Medical certificate: Class 1
- Seat: left
- Injury: minor injuries
The aircraft
- Airframe total time: 335 hours
- Last inspection: continuous airworthiness programme, July 24, 2002; 12 hours since
- Maximum gross weight: 2,550 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming IO-360-L2A (piston); 0 hours total
The flight
- Departed from: BJC Broomfield CO at 6:05 pm
- Destination: GJT Grand Junction CO
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 150° at 7 knots
- Visibility: 30 statute miles
- Sky: broken clouds at 22,000 ft; scat at 7,000 ft
- Temperature: 86°F (30°C), dew point 50°F (10°C)
- Altimeter: 30.12 inHg
- Observation at 6:45 pm from BJC, 37 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.