Cessna 182H accident near Tucson, Arizona, November 26, 1991
On November 26, 1991 at about 9:01 pm local time, a Cessna 182H, registered N1986X, was substantially damaged in an accident near Tucson, Arizona (Tucson International 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
FUEL EXHAUSTION DUE TO THE PILOT'S INADEQUATE PREFLIGHT INSPECTION, HER FAILURE TO ENSURE THAT AN ADEQUATE FUEL SUPPLY WAS ONBOARD AND HER DECISION NOT TO REFUEL THE AIRCRAFT PRIOR TO DEPARTURE. FACTORS IN THE ACCIDENT WERE: 1) THE INOPERATIVE LEFT FUEL GAGE; 2) THE FAILURE OF THE OPERATOR MANAGEMENT TO ADEQUATELY MAINTAIN THE AIRCRAFT AND 3) THE PILOT'S DECISION TO OPERATE THE AIRCRAFT WITH KNOWN DEFICIENCIES IN THE REQUIRED EQUIPMENT.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 26, 1991 · about 9:01 pm local time
- Place
- Tucson, Arizona · Tucson International · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 182H · all 182Hs on the register
- Registration
- N1986X · no longer on the register · serial 18256086
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PILOT SAID THAT PRIOR TO DEPARTURE AT EL PASO SHE VISUALLY LOOKED IN EACH FUEL TANK AND ESTIMATED THEY WERE TWO THIRDS FULL. SHE DID NOT PHYSICALLY MEASURE THE FUEL QUANTITY. THE LEFT FUEL GAGE WAS KNOWN TO BE INOPERATIVE BY THE PILOT. ON A TWO MILE FINAL APPROACH TO TUCSON THE ENGINE BEGAN TO SPUTTER. THE PILOT SWITCHED FUEL TANKS AND THE ENGINE QUIT. THE AIRCRAFT COLLIDED WITH ROUGH TERRAIN DURING THE SUBSEQUENT FORCED LANDING ATTEMPT IN A DESERT AREA EAST OF THE TUCSON AIRPORT. THE AIRCRAFT WAS EXAMINED BY FAA INSPECTORS. THE LEFT FUEL TANK WAS COMPLETELY DRY AND THE RIGHT TANK CONTAINED ONLY RESIDUAL FUEL. FUEL SYSTEM CONTINUITY WAS ESTABLISHED. THE FAA INSPECTORS REPORTED THAT THE OPERATOR KNEW ABOUT THE INOPERATIVE FUEL GAGE PRIOR TO THIS FLIGHT BUT DID NOT REPAIR IT DURING THE LAST MAINTENANCE PERIOD. AN OPERATIVE FUEL QUANTITY INDICATING SYSTEM IS REQUIRED BY REGULATION FOR FLIGHT.
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: single-engine land; instrument: airplane
- Flight time: 623 hours in all; 73 in this make and model; 18 in the last 90 days; 11 in the last 30 days; 594 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Last inspection: inspection type not recorded, January 2, 2000
- Maximum gross weight: 2,800 lb
- Seats: 4
- Landing gear: fixed
- Engine: Continental O-470-U (piston); 0 hours total
The flight
- Departed from: ELP El Paso TX at 5:45 pm
- Flight plan: VFR
- Runway 29, 10,994 ft by 150 ft
Weather at the time
- Light: daylight
- Visibility: 50 statute miles
- Sky: clear
- Temperature: 0°F (-18°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.