# NTSB DEN01LA130: Cessna 172RG, N401TA, Gunnison, CO, July 28, 2001 - Type: NTSB accident investigation - Classification: Accident · Serious injuries · Limited investigation · Final report - Date: July 28, 2001, 07:50 local (13:50 UTC) - Place: Gunnison, CO - Coordinates: 38.499443, -106.801109 - Nearby events: https://openairdocs.org/map.md?lat=38.4994&lon=-106.8011&mi=10 - Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping) - Highest injury: Serious injuries - Injuries: 3 serious - Status: Completed, report February 20, 2002 - Report: Approved by Office Director - Parties: FAA Flight Standards District Office - NTSB case key (mKey): 52858 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=DEN01LA130 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/52858/pdf - Page: https://openairdocs.org/ntsb/DEN01LA130 ## Probable cause the pilot's failure to attain the proper climb rate, and his improper inflight planning/decision to attempt to cross mountainous terrain at an inadequate altitude. Contributing factors were the downdraft and the pilot's total lack of experience in mountain flying. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - In flight collision with terrain/water, climb - to cruise - weather condition - downdraft (contributing factor) - in-flight planning/decision - improper, pilot in command (cause) - proper climb rate - not attained, pilot in command (cause) - lack of total experience in type operation, pilot in command (contributing factor) - terrain condition - mountainous/hilly ## Analysis According to the pilot, after takeoff, he climbed to 9,700 feet msl in order to cross the mountains. The airplane then encountered a "300 foot updraft, and then a 2,000 foot downdraft." He decided to "land the plane without the use of the landing gear on the side of the mountain." One of the passengers said it was the pilot's first mountain flying experience. He remembered the airplane was at 80 knots and 8,300 feet as they approached a mountain. He said the pilot pulled back on the control yoke in an attempt to gain sufficient altitude to clear the peak but the airplane was slow in responding and "we literally came straight down" and "the belly [struck the ground] pretty hard." According to rescue personnel, the accident site was at 8,510 feet. The straight line distance between the airport and the accident site was 9 nm. The difference in accident elevation and airport elevation (8,510 - 7,673) was 837 feet. The computed climb rate was 93 feet per nm. Estimated airplane weight was 2,670 pounds at takeoff (maximum certificated gross weight is 2,650 pounds). The altimeter setting was 30.49 inches of mercury, and the computed pressure altitude was 7,103 feet msl. Referring to the Cessna 172RG "Maximum Rate of Climb" chart and interpolating, it was computed that the airplane was capable of achieving a climb rate of 464 fpm (feet per minute) and, at a climb speed of 79 knots, it was capable of climbing 352.4 feet per nm. ## Factual narrative On July 28, 2001, approximately 0750 mountain daylight time, a Cessna 172RG, N401TA, registered to Top Notch Aviation, Inc., of Austin, Texas, was destroyed when it collided with terrain while climbing 9 miles east of Gunnison, Colorado. The private pilot and two passengers were seriously injured. Visual meteorological conditions prevailed, and no flight plan had been filed for the personal flight being conducted under Title 14 CFR Part 91. The flight originated at Gunnison approximately 0730. According to the pilot's accident report, he took off from Gunnison County Airport (elevation 7,673 feet msl), climbed to 9,700 feet msl (above mean sea level), and decided to cross the mountains. The airplane encountered a "300 foot updraft, and then a 2,000 foot downdraft." The pilot said he decided to "land the plane without the use of the landing gear on the side of the mountain. All passengers walked away." According to one passenger, this was the pilot's first time flying in the mountains. It was their intention to follow State Route 114 to Saguache, Colorado, then direct to Amarillo, Texas. The airplane was at 80 knots and 8,300 feet as they approached Flat Top Mountain. The pilot pulled back on the control yoke in an attempt to gain sufficient altitude to clear the peak but the airplane was slow in responding and "we literally came straight down" and "the belly [struck the ground] pretty hard." He and the pilot were able to extricate themselves from the airplane but were seriously injured and their movements were restricted. The injured second passenger was unable to extricate himself, but did manage to retrieve his cellular telephone and call for help. According to rescue personnel, all three occupants sustained fractured vertebrae. They reported the accident site to be at an elevation of 8,510 feet. The accident site and reported route of flight were plotted on a Denver Sectional Chart. Terrain in the immediate vicinity of the accident site rises to 9,000 feet msl. State Route 114 crosses the Cochetopa Hills via North Pass, the summit being 10,149 feet. The highway is bordered by numerous 10,000 and 11,000-foot peaks. The straight line distance between Gunnison County Airport and the accident site was 9 nautical miles. The difference in accident elevation and airport elevation (8,510 - 7,673) was 837 feet. This computes to a climb rate of 93 feet per nm. The airplane was estimated to weigh 2,670 pounds at takeoff (maximum certificated gross weight is 2,650 pounds). This was based on aircraft papers retrieved at the accident site, the pilot's medical certificate weight, the passengers' weights from hospital admission records, and estimated weight of baggage removed from the airplane. Using the Gunnison altimeter setting of 30.49 inches of mercury, the pressure altitude was computed to be 7,103 feet msl. Referring to the Cessna 172RG "Maximum Rate of Climb" chart and interpolating, it was computed that the airplane was capable of achieving a climb rate of 464 fpm (feet per minute). At a climb speed of 79 knots, it was computed that the airplane was capable of climbing 352.4 feet per nm. ## Aircraft - Registration: [N401TA](https://openairdocs.org/deregistered/N401TA-2004-08-20), registration cancelled 2004-08-20, S/N 172RG0142, built 1979 (OpenAirDocs) - Reported make and model: Cessna 172RG - Registry model: [Cessna 172RG](https://openairdocs.org/model/cessna-172rg) (registry code 2072438) (OpenAirDocs) - Registry engine: [Lycoming O&VO-360 series](https://openairdocs.org/engine/lycoming-o-vo-360-series) (registry code 41514, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 172RG0142 - Airframe hours: 6269 - Engines: Lycoming O-360-F1A6 180 horsepower reciprocating - Damage: Destroyed - Flight: Personal, Part 91 - Registered owner: Top Notch Aviation, Inc. - Airworthiness certificate: Standard, Normal - Last inspection: 100 hour, July 19, 2001, 13 hours before - Departed: GUC, Gunnison, CO - Destination: AUS, Austin, TX ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 36; injuries: serious; private; airplane ratings: single-engine land; instrument ratings: airplane; medical: class 3, valid medical--no waivers/lim.; seat: left; flight hours: 265 total, 35 in this make and model, 234 as pilot in command, 31 in the last 90 days, 17 in the last 30 days, 1 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Visibility: 8 statute miles - Lowest ceiling: none - Temperature: 57 °F, dew point 43 °F - Altimeter: 30.48 inHg - Observed at: GUC, 9 nm away ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 20010728021459A](https://openairdocs.org/incident/20010728021459A), Jul 28, 2001: Cessna 172RG, Gunnison, CO, No damage. (-23) Aircraft had departed the Gunnison, CO airport and struck high terrain approximately 7 miles ese. From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.