Cessna TR182 accident near Tulia, Texas, May 27, 2015
On May 27, 2015 at about 4:50 am local time, a 1981 Cessna TR182, registered N4645T, was substantially damaged in an accident during enroute (cruise) near Tulia, Texas. It was a personal flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The partial loss of engine power for reasons that could not be determined because postaccident examination of the engine revealed no mechanical anomalies that would have precluded normal operation.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 27, 2015 · about 4:50 am local time
- Place
- Tulia, Texas · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna TR182 NO SERIES, built 1981 · all TR182s on the register
- Registration
- N4645T · no longer on the register · serial R18201722
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airline transport pilot was conducting a personal, cross-country flight. The pilot reported that, while in cruise flight and as he was preparing to descend the airplane, the engine experienced a reduction in power. The pilot's attempts to troubleshoot the power reduction power were unsuccessful. Due to the reduced available power, the airplane was unable to reach an airport, so the pilot conducted a forced landing to a field. During the landing, the nose landing gear dug into the soft terrain, and the airplane nosed over. Postaccident examination of the airplane did not reveal any anomalies. During a subsequent engine test run, the engine operated normally with no anomalies noted. Weather conditions on the ground at the time of the accident were conducive to moderate carburetor icing at cruise power settings; however, the temperature and dew point at 9,000 ft, the altitude at which the initial power loss occurred, could not be determined. The reason for the engine power loss could not be determined.
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 (partial) during enroute (cruise) defining event
- Nose over/nose down during landing
The NTSB's findings
- cause Not determined › Not determined › (general) › (general) › Unknown/Not determined
- Environmental issues › Physical environment › Terrain › (general) › Contributed to outcome
Pilot
- Certificate: airline transport pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 5,337 hours in all; 8 in this make and model; 28 in the last 90 days; 8 in the last 30 days; 4,999 as pilot in command; 0 on instruments
- Last flight review: August 7, 2014
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 3,749 hours
- Last inspection: 100-hour inspection, May 1, 2015
- Maximum gross weight: 3,100 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-540-L3C5D (piston); 0 hours total
The flight
- Departed from: BFF Scottsbluff NE
- Destination: LBB Lubbock TX
- Flight plan: IFR
Weather at the time
- Light: night, dark
- Wind: from 110° at 5 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 64°F (18°C), dew point 57°F (14°C)
- Altimeter: 30.02 inHg
- Observation at 4:55 am from PVW, 24 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 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.