Mcdonnell Douglas DC-9-81 accident near Greeley, Colorado, August 7, 2003
On August 7, 2003 at about 8:49 pm local time, a Mcdonnell Douglas DC-9-81, registered N814ME, was involved in an accident near Greeley, Colorado. It was flown under scheduled airline rules (Part 121). 2 people were seriously injured and 3 people had minor injuries; 113 others were unhurt. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
the inflight encounter with severe turbulence.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 7, 2003 · about 8:49 pm local time
- Place
- Greeley, Colorado · map
- Type
- Accident
- Injuries
- 2 people were seriously injured and 3 people had minor injuries; 113 others were unhurt.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Mcdonnell Douglas DC-9-81 · all DC-9-81s on the register
- Registration
- N814ME · registry record · serial 48010
- Damage
- Not recorded
- Flight
- Flight · scheduled airline rules (Part 121)
The NTSB's narrative final · quoted from the NTSB record
During cruise flight at 33,000 feet, the aircraft encountered moderate to severe turbulence. The flight was deviating to the south of course to avoid weather. Upon breaking out of a cloud layer, the captain noted a cumulous cloud ahead that could not be avoided. Upon entering the cloud, they encountered severe turbulence, causing serious injury to 2 flight attendants and minor injuries to 3 passengers. Turbulence had not been forecasted. The seat belt sign had been illuminated for approximately 20 minutes.
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, commercial pilot
- Ratings: multi-engine land; instrument: airplane
- Flight time: 17,400 hours in all; 11,900 in this make and model; 270 in the last 90 days; 80 in the last 30 days; 15,000 as pilot in command; 1,000 on instruments
- Last flight review: June 2, 2003
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: rear
- Injury: no injuries
Co-pilot
- Certificate: airline transport pilot, commercial pilot
- Ratings: multi-engine land; instrument: airplane
- Flight time: 15,000 hours in all; 2,500 in this make and model; 150 in the last 90 days; 40 in the last 30 days; 9,000 as pilot in command
- Last flight review: July 28, 2003
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 45,993.5 hours
- Last inspection: continuous airworthiness programme, July 2, 2003; 295.0 hours since
- Maximum gross weight: 142,000 lb
- Seats: 124
- Landing gear: retractable
- Engine 1: Pratt & Whitney JT8D-217C (turbojet); 0 hours total
- Engine 2: Pratt & Whitney JT8D-219 (turbojet); 0 hours total
The flight
- Departed from: SFO San Francisco CA at 9:55 pm
- Destination: MCI Kansas City KS
- Flight plan: IFR
- A second pilot was aboard
Weather at the time
- Light: daylight
- Visibility: 0 statute miles
- Sky: clear
- Temperature: -13°F (-25°C), dew point 0°F (-18°C)
- Altimeter: 29.92 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 | 3 | ||
| Passengers | 3 | 110 |
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.