Cessna 182 accident near Kansas, Ohio, September 25, 1996
On September 25, 1996 at about 3:36 pm local time, a Cessna 182, registered N6336A, was substantially damaged in an accident near Kansas, Ohio. It was a business 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 pilot's improper inflight planning/decision, which resulted in fuel exhaustion during cruise flight and subsequent loss of engine power. A related factor was the lack of suitable terrain for an emergency landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 25, 1996 · about 3:36 pm local time
- Place
- Kansas, Ohio · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 182 · all 182s on the register
- Registration
- N6336A · registry record · serial 33136
- Damage
- Substantial damage
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During flight, the engine lost power. The pilot stated that his efforts to restart the engine using the emergency procedures were unsuccessful. He stated that the closest airport was about 10 miles away, but due to his altitude of 4000 feet msl, he was unable to make a landing at the airport. A forced landing was made in a corn field, and the airplane was damaged during landing. The pilot reported that he had topped off the fuel tanks, and his usable fuel was 55 gallons. According to the Cessna Owner's Manual, at an altitude of 2500 feet and a power setting of 21 inches and 2450 rpm, the endurance would have been 4.3 hours with a fuel burn rate of 12.7 gallons per hour; at 5000 feet and a power setting of 21 inches and 2450 rpm, the endurance would be 4.2 hours with a fuel burn rate of 13.0 gallons per hour. According to FAA personnel, the pilot reported that he used a power setting of 21 inches and 2200 rpm. The pilot reported that he had departed at 0710 EDT. The accident occurred at 1136 EDT. Examination of the airplane after the accident revealed that the right fuel tank was empty, the left tank had one inch of fuel, and the gascolator was empty. The fuel selector valve was found positioned to the right fuel 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: airline transport pilot, flight instructor
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 8,500 hours in all; 2,000 in this make and model; 100 in the last 90 days; 27 in the last 30 days; 7,600 as pilot in command; 2,800 on instruments
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 4,263 hours
- Last inspection: annual inspection, June 20, 1996; 50 hours since
- Maximum gross weight: 2,550 lb
- Seats: 4
- Landing gear: fixed
- Engine: Continental O-470-L (piston); 0 hours total
The flight
- Departed from: BWI Baltimore MD at 11:10 am
- Destination: TOL Toledo OH
- Flight plan: IFR
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 360° at 15 knots, gusting 20
- Visibility: 20 statute miles
- Sky: clear
- Temperature: 70°F (21°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.