Cessna 182RG accident near Broomfield, Colorado, July 2, 1996
On July 2, 1996 at about 9:05 pm local time, a Cessna 182RG, registered N4314R, was substantially damaged in an accident near Broomfield, Colorado (Jefferson County airport). It was a public-use flight under general aviation rules (Part 91). 1 person had minor injuries; 2 others were unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
failure of the pilot to maintain directional control and runway alignment during a go-around, and the lack of power response from the engine for undetermined reason(s). The sudden wind shift was a related factor.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 2, 1996 · about 9:05 pm local time
- Place
- Broomfield, Colorado · Jefferson County · map
- Type
- Accident
- Injuries
- 1 person had minor injuries; 2 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 182RG · all 182RGs on the register
- Registration
- N4314R · no longer on the register · serial R18200589
- Damage
- Substantial damage
- Flight
- Public-use flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
At the completion of a cross-country flight, the pilot intended to perform touch-and-go landings before the final landing. During flare for the first touch-and-go, the aircraft drifted left and the pilot added power to go-around. The pilot said the engine did not respond and ran 'rough.' The aircraft traveled a distance of approximately 6,000 feet parallel to the runway at a 'few' feet elevation and the landing gear hit a slight rise in the terrain. The aircraft then nosed over and came to rest inverted. Test runs of the engine could not duplicate the lack of power response reported by the pilot. Reported wind at the time was from 330 degrees magnetic at 9 knots and the runway of intended landing was runway 29. The pilot reported that following the accident, the windsock indicated the wind was from the east at 8 to 10 knots.
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: single-engine land; instrument: airplane
- Flight time: 497 hours in all; 11 in this make and model; 17 in the last 90 days; 17 in the last 30 days; 421 as pilot in command
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 2,052 hours
- Last inspection: 100-hour inspection, June 20, 1996; 11 hours since
- Maximum gross weight: 3,100 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming O-540-L3C5D (piston); 0 hours total
The flight
- Departed from: SBS Steamboat Spgs CO at 8:00 pm
- Destination: BJC
- Flight plan: VFR
- Runway 29R, 9,000 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 330° at 9 knots
- Visibility: 60 statute miles
- Sky: scat at 9,000 ft
- Temperature: 93°F (34°C), dew point 10°F (-12°C)
- Altimeter: 30.00 inHg
- Observation at 8:50 pm from BJC, 1 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 1 | 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.
Other NTSB records under N4314R the same tail number, which may have belonged to a different aircraft at the time
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.