Cessna R182 accident near Tulsa, Oklahoma, May 13, 2021
On May 13, 2021 at about 6:45 am local time, a 1980 Cessna R182, registered N8051B, was substantially damaged in an accident during landing near Tulsa, Oklahoma (Tulsa Intl airport). 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 pilot’s inability to extend the main landing gear due to incomplete maintenance, which resulted in a partial wheels-up landing and the mechanic’s failure to follow proper maintenance procedures that led to the loss of main landing gear system hydraulic pressure and the subsequent failure of the main landing gear to fully extend.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 13, 2021 · about 6:45 am local time
- Place
- Tulsa, Oklahoma · Tulsa Intl · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna R182 NO SERIES, built 1980 · all R182s on the register
- Registration
- N8051B · registry record · serial R18201574
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that during a post-maintenance check flight, when he went to retract the landing gear after takeoff, he noticed that the amber light that indicated the gear was fully retracted, did not illuminate. The pilot verified the main landing gear indicator lights functioned and decided to validate in flight that the landing gear would extend. When he extended the landing gear, the green light that indicated the landing gear was down and locked did not illuminate, and the pilot was not able to visually confirm the extension of the main landing gear. After troubleshooting the system and several unsuccessful attempts to extend the main landing gear, the pilot performed a gear-up landing to the dry asphalt runway, with only the nose wheel extended. The airplane slid 500 ft before coming to a stop. The airplane sustained substantial damage to the right horizonal stabilizer and elevator. A postaccident examination of the airplane revealed that a b-nut on the main landing gear actuator gear down hydraulic line was only hand tightened, with visible stripped thread present. The mechanic who performed the annual inspection on the airplane, which included work on the main landing gear system, reported that he forgot to fully tighten the b-nut during the recent maintenance work, which resulted in a loss of main landing gear system hydraulic pressure in flight, and the pilot’s inability to fully extend the main landing gear. A successful main landing gear swing was performed during the maintenance work, but it was not performed after all the maintenance work was completed. Had the main landing gear swing been conducted after the maintenance work was completed, it is likely the loss of the main landing gear system hydraulic pressure would have been identified before the flight.
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
- Sys/Comp malf/fail (non-power) during landing defining event
- Aircraft maintenance event during prior to flight
- Landing gear not configured during landing
- Off-field or emergency landing during landing
- Attempted remediation/recovery during landing
- Abnormal runway contact during landing
The NTSB's findings
- Personnel issues › Psychological › Attention/monitoring › Attention › Maintenance personnel
- Personnel issues › Task performance › Maintenance › Scheduled/routine maintenance › Maintenance personnel
- Aircraft › Aircraft systems › Landing gear system › Main landing gear › Failure
- Aircraft › Aircraft systems › Landing gear system › Main landing gear › Incorrect service/maintenance
Pilot
- Certificate: commercial pilot
- Ratings: single-engine land; instrument: airplane
- Flight time: 1,512 hours in all; 1,222 in this make and model; 49 in the last 90 days; 11 in the last 30 days; 1,475 as pilot in command
- Last flight review: July 5, 2020
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 4,384.6 hours
- Last inspection: annual inspection, May 11, 2021
- Maximum gross weight: 3,100 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming Engines O-540-J3C5D (piston); 375 hours total
The flight
- Departed from: GCM Claremore OK at 2:30 am
- Flight plan: none
- Runway 18R/, 6,101 ft by 150 ft
Weather at the time
- Light: night
- Wind: from 320° at 4 knots
- Visibility: 10 statute miles
- Temperature: 50°F (10°C), dew point 45°F (7°C)
- Altimeter: 30.35 inHg
Weather report (METAR): KTUL 130553Z 32004KT 10SM FEW060 10/07 A3035 RMK AO2 SLP274 T01000072 10189 20100 402060100 51005
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
3 documents, released by the NTSB on September 15, 2021. 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.
| # | Document | What it is | |
|---|---|---|---|
| 1 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 | PDF, 9 pages | View Download |
| 2 | Accident Photographs | PDF, 5 pages | View Download |
| 3 | Additional Documents | PDF, 34 pages | View Download |
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.