Cessna 182Q accident near Owingsville, Kentucky, September 27, 2000
On September 27, 2000 at about 5:50 pm local time, a Cessna 182Q, registered N94326, was substantially damaged in an accident near Owingsville, Kentucky. It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
A loss of engine power due to water contamination of the fuel. Also causal in the accident was the pilot/owner's failure to repair the inoperative fuel cap.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 27, 2000 · about 5:50 pm local time
- Place
- Owingsville, Kentucky · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 182Q · all 182Qs on the register
- Registration
- N94326 · registry record · serial 18266409
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported to ATC that the airplane was low on fuel and the engine was sputtering. Witnesses said the airplane struck terrain and nosed over adjacent to an Interstate highway. During recovery of the airplane, an FAA inspector noted that water appeared to drain from the left fuel tank. Subsequent examination of the airplane revealed the airplane's fuel system was not compromised, and about 9 gallons of fuel was drained from the airplane. Water was found throughout the fuel system. The carburetor contained approximately 3 ounces of water. Examination of the right fuel cap revealed the cap was unsecured and unserviceable. The cap was removed and rust was observed around the inside of the fuel port. The pilot/owner had previously declined a repair to the cap due to cost. Between the times the repair was declined, and the pilot departed on the accident flight, approximately 14 inches of rain fell on the airplane. Examination of the airplane's engine revealed no mechanical deficiencies. The airplane's most recent annual inspection was performed 13 months prior to the accident. The pilot's most recent medical certificate was issued 4 years prior to the accident and his most recent biennial flight review was completed 3 years prior to the accident. According to the fixed base operator from where the airplane departed, "It was a terrible looking airplane. There was excessive fuel staining down the right side. The cap had no O-ring or gasket and we've had a lot of rain. He didn't want the work. The only work we did was to service his oxygen tank."
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: 2,050 hours in all; 1,761 in this make and model; 23 in the last 90 days; 4 in the last 30 days
- Last flight review: September 30, 1997
- Medical certificate: None (invalid medical for flight)
- Seat: unk
- Injury: minor injuries
The aircraft
- Airframe total time: 2,148 hours
- Last inspection: annual inspection, August 18, 1999; 30 hours since
- Maximum gross weight: 3,600 lb
- Seats: 4
- Landing gear: fixed
- Engine: Continental IO-520A (piston); 0 hours total
The flight
- Departed from: HEF Manassas VA at 3:12 pm
- Destination: IOB Owingsville KY
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: at 6 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 64°F (18°C), dew point 48°F (9°C)
- Altimeter: 30.00 inHg
- Observation at 5:54 pm from LEX, 30 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.