Cessna 182Q accident near Houston, Texas, June 23, 2001
On June 23, 2001 at about 4:55 pm local time, a Cessna 182Q, registered N4834N, was substantially damaged in an accident near Houston, Texas (David Wayne Hooks airport). It was a flight test under general aviation rules (Part 91). 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the loss of engine power for an undetermined reason, which resulted in a collision with terrain.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 23, 2001 · about 4:55 pm local time
- Place
- Houston, Texas · David Wayne Hooks · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 182Q · all 182Qs on the register
- Registration
- N4834N · no longer on the register · serial 18267404
- Damage
- Substantial damage
- Flight
- Flight test · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
According to the pilot, he and another individual completed Teledyne Continental Motors Service Information Directive (SID) 97-3 (adjustment of the fuel flow injection system) and then completed an engine run-up. No anomalies were noted during the engine run-up. The pilot then taxied the airplane to takeoff for a test flight. The flight departed and while the airplane was climbing through 300 feet agl the engine lost total power. The pilot stated that he turned the fuel selector to the OFF position and executed a forced landing adjacent to the airport. The airplane contacted trees and the ground during the forced landing, and came to rest upright. According to witnesses, the airplane departed from runway 17L and was climbing through 300 feet when the engine "failed." The airplane was observed making a "steep" 180-degree turn to the right back toward the airport when the right wing dropped, and the airplane entered a nose low attitude and impacted the ground. The engine was test run and examined, and no findings were observed that would preclude operation of the engine. Additionally, the fuel metering unit, fuel manifold, and fuel pump were examined and flow tested and no anomalies were noted.
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
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 6,300 hours in all; 3,500 in this make and model; 200 in the last 90 days; 83 in the last 30 days; 6,300 as pilot in command
- Last flight review: November 4, 2000
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: serious injuries
The aircraft
- Airframe total time: 8,219.4 hours
- Last inspection: 100-hour inspection, May 8, 2001; 12.2 hours since
- Maximum gross weight: 2,950 lb
- Seats: 4
- Landing gear: fixed
- Engine: Continental IO-470-F33 (piston); 0 hours total
The flight
- Departed from: DWH Houston TX at 4:55 pm
- Destination: DWH
- Flight plan: none
- Runway 17L, 3,997 ft by 35 ft
Weather at the time
- Light: daylight
- Wind: at 3 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 25,000 ft; scat at 4,800 ft
- Temperature: 84°F (29°C), dew point 66°F (19°C)
- Altimeter: 30.07 inHg
- Observation at 4:53 pm from IAH, 10 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.