Cessna 172S accident near La Verne, California, February 23, 2025
On February 23, 2025 at about 10:20 pm local time, a 1999 Cessna 172S, registered N137RJ, was substantially damaged in an accident during taxi (into takeoff position) near La Verne, California (Brackett Field). It was an instructional flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. 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
- February 23, 2025 · about 10:20 pm local time
- Place
- La Verne, California · Brackett Field · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 172S, built 1999 · all 172Ss on the register
- Registration
- N137RJ · registry record · serial 172S8296
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative preliminary · quoted from the NTSB record
On February 23, 2025, about 1420 Pacific standard time, a Cessna 172S, N137RJ, was substantially damaged when it was involved in an accident near La Verne, California. The flight instructor and student pilot were not injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 instructional flight. According to the flight instructor, while conducting a simulated short field takeoff with a student, the airplane was taxied into position on the runway, then stopped. The brakes were held as engine power was increased using the throttle control. When the brakes were released to begin the takeoff roll, the left main landing gear wheel began to rotate as expected, however, there was a slight delay in the movement of the right main landing gear wheel. Shortly after, the right main landing gear leg collapsed. Postaccident examination of the airplane revealed that the right wing, horizontal stabilizer and elevator were substantially damaged, and the right main landing gear tubular spring was partially separated from the airframe. The airplane was retained for further examination.
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
What happened, in order
- Landing gear collapse during taxi (into takeoff position) defining event
The aircraft
- Airframe total time: 9,179.8 hours
- Last inspection: 100-hour inspection, November 7, 2024; 79.1 hours since
- Maximum gross weight: 2,558 lb
- Seats: 4
- Landing gear: fixed
The flight
- Flight plan: none
- Runway 26L, 4,840 ft by 75 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 280° at 8 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 81°F (27°C), dew point 30°F (-1°C)
- Altimeter: 30.12 inHg
- Observation at 2:47 pm from KPOC, 1 miles away
Weather report (METAR): METAR KPOC 232247Z 28008KT 10SM CLR 27/M01 A3012
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 2 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The NTSB has not released the docket for this case yet. The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), is usually released when the investigation is nearly complete, and the list here is refreshed when it appears. Check at the NTSB.
Other NTSB records under N137RJ 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.