Cessna R182 accident near Eustis, Nebraska, January 26, 2014
On January 26, 2014, a 1978 Cessna R182, registered N1833R, was substantially damaged in an accident during enroute (cruise) near Eustis, Nebraska. It was a ferry 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
A catastrophic engine failure, which was initiated by the failure of the No. 5 connecting rod cap.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 26, 2014
- Place
- Eustis, Nebraska · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna R182, built 1978 · all R182s on the register
- Registration
- N1833R · no longer on the register · serial R18200574
- Damage
- Substantial damage
- Flight
- Ferry flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that, about 30 minutes after departure, the No. 5 cylinder "went cold," showing no cylinder head or exhaust gas temperatures. The engine immediately started to vibrate excessively. The pilot turned the airplane toward the nearest airport. The engine then started to fail as other cylinders started losing temperatures. The pilot landed the airplane in a cornfield, and it was substantially damaged. The engine was disassembled and examined. Oil and metal shavings were noted on top of the crankcase. A hole was found on top of the crankcase between the Nos. 2 and 4 cylinders. When the No. 1 cylinder was removed, a threaded stud was found embedded in the piston head. The No. 3 piston was destroyed, and the connecting rod was bent. The No. 5 piston was seized inside the cylinder, its connecting rod cap was fractured, and a large hole was found in the bottom of the crankcase. The oil pan contained the remainder of the No. 5 connecting rod cap, a portion of the connecting rod where it attaches to the piston pin, and the piston pin cap. The engine had accrued 1,696.1 hours since major overhaul. The recommended time between overhaul was 2,000 hours.
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
- Loss of engine power (total) during enroute (cruise) defining event
- Off-field or emergency landing during emergency descent
- Collision with terrain or object (not controlled flight into terrain) during landing
The NTSB's findings
- cause Aircraft › Aircraft power plant › Engine (reciprocating) › Recip eng cyl section › Failure
- cause Aircraft › Aircraft power plant › Engine (reciprocating) › Recip engine power section › Failure
- Environmental issues › Physical environment › Terrain › Rough terrain › Contributed to outcome
Pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 2,284 hours in all; 43 in this make and model
- Last flight review: March 29, 2013
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming O-540-J3C5D (piston); 0 hours total
The flight
- Departed from: GRI Grand Island NE at 11:30 pm
- Destination: APA Englewood CO
- Flight plan: none
Weather at the time
- Light: dusk
- Wind: from 270° at 9 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 45°F (7°C), dew point 27°F (-3°C)
- Altimeter: 29.88 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
14 documents, released by the NTSB on April 25, 2014. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
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.