Cessna 172M accident near Cheyenne, Wyoming, May 31, 1984
On May 31, 1984 at about 2:00 am local time, a Cessna 172M, registered N73561, was substantially damaged in an accident near Cheyenne, Wyoming (Cheyenne airport). It was an instructional flight under general aviation rules (Part 91). 1 person had minor injuries; 3 others were unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The NTSB has not yet published a probable cause for this accident. Investigations usually take one to two years; this page updates when the final report is released.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 31, 1984 · about 2:00 am local time
- Place
- Cheyenne, Wyoming · Cheyenne · map
- Type
- Accident
- Injuries
- 1 person had minor injuries; 3 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 172M · all 172Ms on the register
- Registration
- N73561 · no longer on the register · serial 17267540
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
BEFORE THE FLIGHT THE PILOT OBTAINED A WEATHER BRIEFING AND WAS INFORMED OF AN APPROACHING THUNDERSTORM WHICH WAS 10 MILES NORTHWEST OF THE AIRPORT. THE PILOT STATED THAT AFTER A NORMAL TAKEOFF HE CLIMED TO A ALTITUDE OF ABOUT 250 FT AGL, AT 70 KIAS, WHEN HE EXPERIENCED MODERATE TURBULENCE AND THE CLIMB LEVELED OFF. THE PLT THEN CHECKED THE ALTIMETER AND VERTICAL SPEED INDICATOR WHICH HE SAID INDICATED A DESCENT EVEN THOUGH HIS AIRSPEED AND ATTITUDE INDICATED THE ACFT SHOULD BE CLIMBING. UNABLE TO ARREST THE DESCENT, THE ACFT SETTLED INTO AN OPEN FIELD. THE REPORTED CHEYENNE WINDS AT 1959 MDT WERE FROM 340 DEGREES AT 25 KTS GUSTING TO 38 KTS. AT 2052 MDT THE WINDS WERE REPORTED TO BE FROM 020 DEGREES AT 8 KTS. THE THUNDERSTORM WHICH PASSED OVER CHEYENNE AT 1907 MDT WAS REPORTED TO BE A STORM OF LEVEL 1 INTENSITY. THE ELEVATION OFTHE ARPT WAS 6156 FT.
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: multi-engine land; single-engine land; instructor: airplane single-engine; instrument: airplane
- Flight time: 575 hours in all; 328 in this make and model; 82 in the last 90 days; 333 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 765 hours
- Last inspection: annual inspection, April 21, 1984; 507 hours since
- Maximum gross weight: 2,300 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320-E2D (piston); 0 hours total
- Operator: Chemaire CORP
The flight
- Destination: 7V5 Brush CO
- Flight plan: none
- Runway 30, 6,691 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 340° at 25 knots, gusting 38
- Visibility: 60 statute miles
- Sky: broken clouds at 8,000 ft; not recorded at 8,000 ft
- Temperature: 73°F (23°C), dew point 0°F (-18°C)
- Altimeter: 30.00 inHg
- Observation at 1:55 am from CYS, 1 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 1 | 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.