Cessna 182P accident near Greenville, South Carolina, July 14, 1994
On July 14, 1994 at about 1:15 pm local time, a Cessna 182P, registered N21380, was substantially damaged in an accident near Greenville, South Carolina (Greenville Downtown airport). It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries; 1 other was unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
THE PILOT'S IMPROPER POSITIONING OF THE FUEL SELECTOR VALVE WHICH RESULTED IN FUEL STARVATION.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 14, 1994 · about 1:15 pm local time
- Place
- Greenville, South Carolina · Greenville Downtown · map
- Type
- Accident
- Injuries
- 1 person had minor injuries; 1 other was unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 182P · all 182Ps on the register
- Registration
- N21380 · no longer on the register · serial 18261598
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PILOT WAS ISSUED A DESCENT CLEARANCE TWENTY MILES SOUTH OF THE DESTINATION AIRPORT. HE COMPLETED AN ARRIVAL CHECK, WHICH INCLUDED THE APPLICATION OF CARBURETOR HEAT, CHANGED THE FUEL SELECTOR POSITION, AND ESTABLISHED A 500 FOOT PER MINUTE RATE OF DESCENT FROM 5000 FEET. UPON ARRIVING AT 2500 FEET THE PILOT APPLIED FULL THROTTLE, BUT REALIZED THAT THE ENGINE HAD QUIT. ATTEMPTS TO RESTORE FULL POWER FAILED, AND THE PILOT SELECTED A NEARBY ROAD FOR THE FORCED LANDING. DURING THE APPROACH DESCENT TO LAND, THE PILOT REALIZED THAT HE HAD INSUFFICIENT ALTITUDE AVAILABLE TO MAKE A SAFE LANDING ON THE ROAD. THE AIRPLANE COLLIDED WITH A STAND OF TREES SHORT OF AN ALTERNATE LANDING SITE. THE PILOT AND PASSENGER EXITED THE AIRPLANE AFTER THE IMPACT, UPON RETURNING TO THE AIRPLANE THE PILOT NOTICED THAT THE FUEL SELECTOR WAS IN THE OFF POSITION. EXAMINATION OF THE AIRPLANE FAILED TO REVEAL A MECHANICAL PROBLEM.
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; instructor: airplane single-engine; instrument: airplane
- Flight time: 589 hours in all; 387 in this make and model; 24 in the last 90 days; 10 in the last 30 days; 512 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 2,222 hours
- Last inspection: annual inspection, April 7, 1994; 18 hours since
- Maximum gross weight: 2,950 lb
- Seats: 4
- Landing gear: fixed
- Engine: Continental O-470 (piston); 0 hours total
The flight
- Departed from: EZM Eastman GA at 12:09 pm
- Flight plan: IFR
- Runway 36, 5,392 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 230° at 5 knots
- Visibility: 5 statute miles
- Sky: scat at 1,300 ft
- Temperature: 73°F (23°C), dew point 72°F (22°C)
- Altimeter: 30.00 inHg
- Observation at 12:45 pm from GMU, 3 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.