Cessna 172G accident near Agate, Colorado, March 19, 1999
On March 19, 1999 at about 4:38 am local time, a Cessna 172G, registered N1321F, was substantially damaged in an accident near Agate, 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 development of carburetor ice resulting in a partial loss of engine power. Factors were the weather conditions favorable for carburetor icing, the dark night conditions, and the lack of suitable terrain for landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 19, 1999 · about 4:38 am local time
- Place
- Agate, Colorado · map
- Type
- Accident
- Injuries
- 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 172G · all 172Gs on the register
- Registration
- N1321F · no longer on the register · serial 17254816
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
While in cruise flight at 8,500 feet in dark night conditions, the aircraft's engine began experiencing a gradual loss of rpm. The pilot adjusted the mixture setting and applied carburetor heat, but was unsuccessful in restoring full power. She attempted to divert to the Limon, Colorado, Airport, 14 nautical miles to the east, but the aircraft was unable to maintain altitude. The airplane impacted the ground, became airborne, then hit the ground again in a rough, open field. The aircraft then nosed over. Two examinations on the engine and airframe were performed and no mechanical engine abnormalities or discrepancies were found. According to reported weather conditions at Limon, the closest weather facility located 14 miles from the accident site, the temperature and dew point were 30 and 25 degrees F., respectively, with overcast ceilings at 2,500 feet. According to a carburetor icing chart, the conditions near the time of the accident were conducive to the formation of moderate to severe icing with a cruise power setting.
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: private
- Ratings: single-engine land; instrument: airplane
- Flight time: 1,213 hours in all; 1,181 in this make and model; 31 in the last 90 days; 22 in the last 30 days; 1,109 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,458 hours
- Last inspection: annual inspection, March 3, 1998; 114 hours since
- Maximum gross weight: 2,300 lb
- Seats: 4
- Landing gear: fixed
- Engine: Continental O-300-D (piston); 0 hours total
The flight
- Departed from: ITR Burlington CO at 4:00 am
- Destination: APA Englewood CO
- Flight plan: none
- Runway 0
Weather at the time
- Light: night, dark
- Wind: from 170° at 8 knots
- Visibility: 10 statute miles
- Sky: overcast at 2,500 ft; not recorded
- Temperature: 30°F (-1°C), dew point 25°F (-4°C)
- Altimeter: 30.00 inHg
- Observation at 4:55 am from LIC, 13 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.