Cessna 182P accident near Thompsons, Texas, October 19, 1997
On October 19, 1997 at about 11:30 pm local time, a Cessna 182P, registered N10DG, was substantially damaged in an accident near Thompsons, Texas. It was an instructional flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The loss of engine power resulting from a disconnected carburetor float due to improper maintenance. A factor was the lack of suitable terrain for a forced landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 19, 1997 · about 11:30 pm local time
- Place
- Thompsons, Texas · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 182P · all 182Ps on the register
- Registration
- N10DG · no longer on the register · serial 18262608
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The CFI was monitoring the private pilot during practice of unusual attitude recovery maneuvers. During the set up for a maneuver, a power reduction was made from climb power to nearly idle. As the throttle was added to full power, the engine lost power and did not respond. Several attempts to restart the engine were unsuccessful. The instructor pilot monitored the descent as the private pilot tried to set up for a forced landing to a road. When the intended landing point was overshot, the CFI took control of the airplane, maneuvered between several trees, and set the aircraft down hard in a pasture. Disassembly of the carburetor revealed that the float attachment bracket was found detached and separated from the carburetor bowl assembly. Aircraft records showed that a carburetor float kit had been installed on May 7, 1996. Tap screws were used to attach the float attachment brackets to the carburetor bowl, thus stripping out the holes for the attachment brackets. Manufacturer's installation instructions outlined that set screws should have been used on the attachment brackets. Also, what appeared to be glue residue was found on the threads of the tap screws.
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; instructor: airplane multi-engine; instructor: airplane single-engine; instrument: airplane
- Flight time: 325 hours in all; 38 in this make and model; 28 in the last 90 days; 13 in the last 30 days; 226 as pilot in command; 18 on instruments
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: rgt
The aircraft
- Last inspection: annual inspection, May 7, 1996
- Maximum gross weight: 2,950 lb
- Seats: 4
- Landing gear: fixed
- Engine: Continental O-470-R (piston); 0 hours total
- Operator: Skyline Aviation
The flight
- Departed from: AHX Houston TX at 11:20 pm
- Destination: AHX
- Flight plan: none
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 150° at 4 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 72°F (22°C), dew point 63°F (17°C)
- Altimeter: 30.00 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.