Cessna 182TR accident near Wheeling, Illinois, June 7, 2005
On June 7, 2005 at about 8:45 pm local time, a Cessna 182TR, registered N4978T, was substantially damaged in an accident near Wheeling, Illinois (Palwaukee Airport). It was a business 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 failed to verify that the landing gear were fully extended and failed to perform the emergency landing gear extention procedures. Factors to the accident included the low hydraulic fluid level, and the weak battery that resulted in a partial electrical failure.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 7, 2005 · about 8:45 pm local time
- Place
- Wheeling, Illinois · Palwaukee Airport · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 182TR · all 182TRs on the register
- Registration
- N4978T · registry record · serial R18201811
- Damage
- Substantial damage
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane sustained substantial damage when the partially extended main landing gear collapsed during landing. The pilot reported that the attitude indicator failed during cruise flight about 30 minutes after departure. When he was 10 miles from the airport, he slowed the airplane to 110 kts and put in ten degrees of flaps and lowered the landing gear switch. He reported seeing a green light on the gear position indicator. The pilot reported that both the primary and secondary radios failed, the HSI failed, and that the electrically powered primary altimeter was stuck at 2,900 feet. He reported that he used his portable radio to communicate with the tower. The airplane was on short final for landing with full flaps and idle power when the control tower informed the pilot that the wheels were not down. The pilot chose to continue the landing rather that perform a go-around. The pilot reported, "I did not add power for a go around as it appeared that the full flaps setting and potentially my inability to retract the flaps might lead to my inability to climb sufficiently to do a go around. Additionally, the gear was hanging down below the plane and would have added further drag." The airplane landed on its fully extended nose wheel and partially extended main landing gear. The airplane rolled onto its right wing and horizontal stabilizer and skidded to a stop on the runway. The airplane was taken to a maintenance facility where it was put on jacks in order to check the landing gear system. When the landing gear handle was put in the up position, the landing gear retracted normally. When the gear handle was put in the down position, the landing gear extended, but did not extend to the fully down position. The landing gear hydraulic reservoir was checked for hydraulic fluid. The inspection revealed that the fluid level was below pick-up point of the electrically activated hydraulic pump; however, there was enough hydraulic fluid available in the reservoir for the emergency manual gear extension to operate. Six to eight ounces of hydraulic fluid was added to the reservoir. After the hydraulic fluid was added, the landing gear was cycled 4 to 5 times, and the landing gear retracted and fully extended normally. The emergency gear extension procedures were then performed to pump the landing gear down, and the landing gear went to the fully extended position. The inspection of the battery revealed that it was weak and required recharging.
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: commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 740 hours in all; 468 in this make and model; 33 in the last 90 days; 25 in the last 30 days; 499 as pilot in command
- Last flight review: September 1, 2003
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 2,785 hours
- Last inspection: annual inspection, January 1, 2005; 54 hours since
- Maximum gross weight: 3,100 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming O-540-L3C5D (piston); 0 hours total
The flight
- Departed from: DAN Danville VA at 4:55 pm
- Destination: PWK
- Flight plan: IFR
- Runway 16, 5,000 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 160° at 14 knots, gusting 19
- Visibility: 8 statute miles
- Sky: clear
- Temperature: 84°F (29°C), dew point 63°F (17°C)
- Altimeter: 29.78 inHg
- Observation at 8:53 pm from PWK
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| 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.