Cessna 182Q accident near Cleburne, Texas, January 4, 1997
On January 4, 1997 at about 4:40 pm local time, a Cessna 182Q, registered N4732N, was substantially damaged in an accident near Cleburne, Texas (Cleburne Municipal airport). It was a public-use flight under general aviation rules (Part 91). No one was hurt; 3 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the pilot's inadequate compensation for wind conditions, and his failure to maintain directional control of the airplane. Factors relating to the accident were: the crosswind, and the dirt bank which was parallel to the runway.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 4, 1997 · about 4:40 pm local time
- Place
- Cleburne, Texas · Cleburne Municipal
- Type
- Accident
- Injuries
- No one was hurt; 3 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 182Q · all 182Qs on the register
- Registration
- N4732N · no longer on the register · serial 18267321
- Damage
- Substantial damage
- Flight
- Public-use flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot was performing a full flap landing on runway 33 with a crosswind from 250 degrees at 10 gusting 15 knots, when he lost control of the airplane. He reported that he was on short final when he became aware of 'the cross wind and a high sink rate.' The pilot further reported that 'at about 10 feet [I] started experiencing instability and applied full power for go-around.' He stated that the airplane touched down, and he 'was unable to maintain aircraft control over runway and climb.' Witnesses reported that 'the airplane sounded like it was at full power. Subsequently, it hit a dirt bank beside the runway, where the terrain rose abruptly, then it nosed over. The airplane's Pilot Operating Handbook (POH) stated that 'in a balked landing (go-around), the wing flap setting should be reduced to 20 degrees immediately after full power is applied.' The POH also stated that the maximum demonstrated crosswind velocity for this airplane was 15 knots.
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; instrument: airplane
- Flight time: 410 hours in all; 47 in this make and model; 3 in the last 90 days; 316 as pilot in command
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 2,001 hours
- Last inspection: annual inspection, November 16, 1996; 19 hours since
- Maximum gross weight: 2,950 lb
- Seats: 4
- Landing gear: fixed
- Engine: Continental O-470 (piston); 0 hours total
- Operator: Civil Air Patrol, Texas Wing
The flight
- Departed from: F67 Grand Prairie TX at 4:15 pm
- Destination: F18 TX
- Flight plan: none
- Runway 33, 4,999 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 250° at 10 knots, gusting 15
- Visibility: 10 statute miles
- Sky: broken clouds at 12,000 ft; not recorded
- Temperature: 70°F (21°C), dew point 45°F (7°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 2 |
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.