Cessna 182G accident near Fort Worth, Texas, March 10, 2005
On March 10, 2005 at about 5:20 am local time, a Cessna 182G, registered N2315R, was substantially damaged in an accident near Fort Worth, Texas (Fort Worth Spinks 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 loss of engine power due to carburetor ice. Contributing factors were the weather conditions conducive for carburetor icing, lack of suitable terrain for a forced landing, and the prevailing dark night conditions.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 10, 2005 · about 5:20 am local time
- Place
- Fort Worth, Texas · Fort Worth Spinks Airport · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 182G · all 182Gs on the register
- Registration
- N2315R · registry record · serial 18255415
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The 315-hour pilot reported that after a non-eventful flight, he was performing a straight in approach to the airport when the "engine quit." During the forced landing, the airplane impacted trees and came to rest nose low. The pilot added that he suspected that carburetor ice could have blocked the carburetor resulting in a loss of engine power. Examination of the airplane revealed no mechanical anomalies with the aircraft or engine. The engine was successfully run for approximately 10 minutes at various power settings during an examination. Approximately 45 minutes after the time of the accident, the weather observation at the airport reported temperature 4 degrees Celsius and dew point 1 degree Celsius. According to information on a Carburetor Icing Probability Chart at the operating temperature/dew point, the airplane was within the "Moderate Icing - Cruise Power setting or serious icing - glide power" range.
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: private
- Ratings: single-engine land
- Flight time: 315 hours in all; 235 in this make and model; 11 in the last 90 days; 6 in the last 30 days; 235 as pilot in command
- Last flight review: March 5, 2003
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 5,100 hours
- Last inspection: annual inspection, November 4, 2004; 10 hours since
- Maximum gross weight: 2,800 lb
- Seats: 4
- Landing gear: fixed
- Engine: Teledyne Continental 0470-R (piston); 0 hours total
The flight
- Departed from: AUS Austin TX at 11:00 pm
- Destination: FWS Fort Worth TX
- Flight plan: none
- Runway 35L, 6,002 ft by 100 ft
Weather at the time
- Light: night, dark
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 39°F (4°C), dew point 34°F (1°C)
- Altimeter: 30.10 inHg
- Observation at 6:05 am from FWS, 3 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.