Cessna 182A accident near Jean, Nevada, October 7, 2003
On October 7, 2003 at about 8:30 pm local time, a Cessna 182A, registered N3904D, was substantially damaged in an accident near Jean, Nevada (Jean airport). It was a personal 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 inadequate in-flight planning/decision which resulted in fuel exhaustion and the loss of engine power.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 7, 2003 · about 8:30 pm local time
- Place
- Jean, Nevada · Jean · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 182A · all 182As on the register
- Registration
- N3904D · registry record · serial 34604
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
Following a loss of engine power, the airplane nosed over when the pilot executed a forced landing onto a dirt road. The pilot started a descent out of 9,500 feet mean sea level (msl) when the airplane experienced some moderate turbulence. This was followed by an uncommanded reduction of engine power towards idle. The pilot applied carburetor heat and adjusted the fuel mixture. Despite the pilot's manipulation of engine controls, power was not restored. The pilot selected what appeared to him to be a dirt road on which to force land the airplane. While landing the airplane, deep ruts in the road affected the landing and the airplane came to rest inverted. Examination of the airplane revealed that the total fuel onboard after the accident was 3 gallons. Normal unusable fuel for each tank is 1.5 gallons. However, if the aircraft is not in a level flight attitude, an additional 3.5 gallons of fuel per tank may be unusable due to the aft placement of the fuel line ports in the fuel cells.
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; instrument: airplane
- Flight time: 729 hours in all; 18 in this make and model; 16 in the last 90 days; 12 in the last 30 days; 620 as pilot in command
- Last flight review: March 14, 2003
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 4,918 hours
- Last inspection: annual inspection, June 9, 2003; 33 hours since
- Maximum gross weight: 2,650 lb
- Seats: 4
- Landing gear: fixed
- Engine: Continenal O-470L (piston); 0 hours total
The flight
- Departed from: Lake Elsinore CA at 6:55 pm
- Destination: 0L7 Jean NV
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: at 4 knots
- Visibility: 10 statute miles
- Sky: a few clouds
- Temperature: 90°F (32°C), dew point 46°F (8°C)
- Altimeter: 29.18 inHg
- Observation at 8:56 pm from KLAS, 35 miles away
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.