Cessna 182C accident near Derby, Kansas, July 15, 1995
On July 15, 1995 at about 6:40 pm local time, a Cessna 182C, registered N8779T, was substantially damaged in an accident near Derby, Kansas. 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's improper use of the powerplant controls, which resulted in a rough running engine and partial loss of engine power.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 15, 1995 · about 6:40 pm local time
- Place
- Derby, Kansas · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 182C · all 182Cs on the register
- Registration
- N8779T · registry record · serial 52679
- Damage
- Substantial damage
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PILOT REPORTED THAT AFTER THE AIRPLANE REACHED AN ALTITUDE OF 10,500 FEET MSL, THE SKYDIVERS EXITED THE AIRPLANE. THE PILOT STATED THAT HE THEN BEGAN A WINGS-LEVEL, HIGH-RATE DESCENT TO STAY CLEAR OF THE DROP ZONE. THE MIXTURE WAS AT FULL RICH AND THE CARBURETOR HEAT WAS APPLIED AS HE MAINTAINED 150 TO 160 KNOTS INDICATED AIRSPEED. ACCORDING TO THE PILOT, THE POWER WAS SET AT 21 TO 22 INCHES OF MANIFOLD PRESSURE AND THE PROPELLER WAS AT 2200 TO 2300 RPM. AT APPROXIMATELY 6,000 FEET MSL, THE AIRPLANE'S ENGINE SURGED AND BEGAN TO RUN ROUGH. THE PILOT DECIDED TO MAKE A FORCED LANDING IN A FIELD AFTER HE REALIZED THAT THE AIRPLANE WOULD NOT BE ABLE TO REACH THE AIRPORT. WHILE LANDING, THE AIRPLANE'S NOSE WHEEL STRUCK A BERM AND THE AIRPLANE NOSED OVER. AFTER THE ACCIDENT, THE AIRPLANE'S ENGINE WAS SUCCESSFULLY STARTED AND RUN. THE ENGINE OPERATED NORMALLY WITH NO OBSERVED MECHANICAL ANOMALIES. THE AIRPLANE OPERATOR'S HANDBOOK STATED THAT APPLICATION OF FULL CARBURETOR HEAT MAY ENRICHEN THE MIXTURE TO THE POINT OF ENGINE ROUGHNESS.
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: airline transport pilot, commercial pilot, military
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instrument: airplane
- Flight time: 4,130 hours in all; 62 in this make and model; 85 in the last 90 days; 25 in the last 30 days; 3,726 as pilot in command; 1,284 on instruments
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,400 hours
- Last inspection: annual inspection, July 31, 1995; 15 hours since
- Maximum gross weight: 2,650 lb
- Seats: 1
- Landing gear: fixed
- Engine: Continental O-470-L (piston); 0 hours total
The flight
- Departed from: K50 KS at 6:10 pm
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 210° at 11 knots
- Visibility: 7 statute miles
- Sky: broken clouds at 9,000 ft
- Temperature: 91°F (33°C), dew point 66°F (19°C)
- Altimeter: 30.00 inHg
- Observation at 5:55 pm from IAB, 4 miles away
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.