Cessna 182M accident near Longmont, Colorado, January 16, 1999
On January 16, 1999 at about 8:15 pm local time, a Cessna 182M, registered N555NP, was destroyed in an accident near Longmont, Colorado. It was a personal flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's poor judgment by intentionally buzzing. A factor was an unfavorable wind that caused inadequate altitude/clearance to maneuver and avoid nearby houses.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 16, 1999 · about 8:15 pm local time
- Place
- Longmont, Colorado · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 182M · all 182Ms on the register
- Registration
- N555NP · no longer on the register · serial 18259498
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot said he made arrangements with a friend to observe the airplane in slow flight. At an altitude of 500 feet agl (above ground level), the pilot reduced power, added flaps, and approached his residence. The light east-northeast wind increased in velocity as he turned, causing the airplane to 'sink' and turn left. The pilot 'attempted to [turn] with no effect.' He said the airplane was equipped with a Wren STOL conversion, which made the controls 'very hard and slow. As [the airplane] was configured, it is very difficult whenever the wind is not on the nose.' The pilot said he had lost considerable altitude and could not maneuver because of his proximity to houses and other structures. He intentionally 'put [the airplane] on the ground.' A witness observed the airplane twice descend 'at a rapid rate of speed,' then make 'a steep ascent back into the air.' The airplane banked 'at a 65 degree angle' and seemed to 'pivot.' The witness 'did not see, at any time, the plane's wings dip as if it were fighting winds.' The pilot told a sheriff's deputy that 'a crosswind pushed him to the ground.'
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: student
- Ratings: single-engine land
- Flight time: 1,562 hours in all; 46 in the last 90 days; 18 in the last 30 days; 1,562 as pilot in command
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 2,027 hours
- Last inspection: annual inspection, May 23, 1998; 142 hours since
- Maximum gross weight: 2,800 lb
- Seats: 4
- Landing gear: fixed
- Engine: Continental O-470-R (piston); 0 hours total
The flight
- Departed from: NONE Raton NM at 6:10 pm
- Destination: 2V2 CO
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 140° at 5 knots
- Visibility: 80 statute miles
- Sky: broken clouds at 20,000 ft; not recorded
- Temperature: 39°F (4°C), dew point 21°F (-6°C)
- Altimeter: 29.00 inHg
- Observation at 7:45 pm from BJC, 16 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.