Cessna TR182 accident near Las Vegas, Nevada, July 15, 2000
On July 15, 2000 at about 3:47 am local time, a Cessna TR182, registered N738XP, was substantially damaged in an accident near Las Vegas, Nevada. It was a personal flight under general aviation rules (Part 91). 1 person was seriously injured and 2 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to refuel the airplane and his improper fuel consumption calculations.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 15, 2000 · about 3:47 am local time
- Place
- Las Vegas, Nevada
- Type
- Accident
- Injuries
- 1 person was seriously injured and 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna TR182 · all TR182s on the register
- Registration
- N738XP · no longer on the register · serial R18200974
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
According to the pilot's logbook, on July 10, the pilot flew the accident airplane for 1.8 hours for the start of a formal checkout with a flight instructor. According to refueling records, the accident airplane was topped off with fuel on July 13, at a Hobbs meter reading of 4,042.0 hours. On July 14, the pilot completed his checkout with the instructor in the accident airplane within 42 minutes and 4 landings. According to the Hobbs meter reading at the accident site (4,046.6), the airplane had operated 4.6 hours since refueling. The Cessna Aircraft Company Information Manual's endurance profile states that the endurance will be 5.3 hours. The example profile flight is at 18,000 feet msl, 75 percent engine power at maximum takeoff weight, and proper leaning of the fuel/air mixture. According to flight plan information, the pilot listed an en route flight time of 3 hours 15 minutes, with 5.0 hours fuel onboard. The pilot filed for an en route altitude of 20,000 feet msl. The loss of engine power occurred during approach to landing. According to an FAA inspector on scene the fuel tanks were empty.
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: 272 hours in all
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Last inspection: inspection type not recorded
- Maximum gross weight: 3,350 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming O-540-L3C5D (piston); 0 hours total
- Operator: Flatirons Aviation
The flight
- Departed from: 1V5 Boulder CO at 11:30 pm
- Destination: LAS NV
- Flight plan: VFR
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 230° at 10 knots
- Visibility: 10 statute miles
- Sky: scat at 16,000 ft
- Temperature: 207°F (97°C), dew point 106°F (41°C)
- Altimeter: 29.00 inHg
- Observation at 4:03 am from LAS, 1 miles away
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.
Other NTSB records under N738XP the same tail number, which may have belonged to a different aircraft at the time
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.