Cessna 182A accident near Globe, Arizona, October 21, 1992
On October 21, 1992 at about 6:40 pm local time, a Cessna 182A, registered N6157B, was substantially damaged in an accident near Globe, Arizona. It was a personal flight under general aviation rules (Part 91). 3 people were seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
MAINTENANCE PERSONNEL FAILING TO COMPLY WITH AIRWORTHINESS DIRECTIVES PERTAINING TO THE AIRPLANE'S FUEL BLADDERS RESULTING IN FUEL CAPACITY BEING DECREASED CAUSING FUEL EXHAUSTION AND SUBSEQUENT 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 21, 1992 · about 6:40 pm local time
- Place
- Globe, Arizona · map
- Type
- Accident
- Injuries
- 3 people were seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 182A · all 182As on the register
- Registration
- N6157B · no longer on the register · serial 34157
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
IN HIS WRITTEN REPORT THE PILOT SAID THE AIRPLANE'S ENGINE QUIT 3 TIMES IN A 10 MINUTE PERIOD. HE SAID IT RE-STARTED TWICE, BUT WOULD NOT START ON THE THIRD ATTEMPT. HE ENTERED A POWER OFF FORCED LANDING. DURING THE LANDING ROLL, THE AIRPLANE COLLIDED WITH A DITCH AND NOSED OVER. THE PILOT STATED HE HAD ENOUGH FUEL TO MAKE IT TO THE AIRPORT WHICH WAS 8 MILES FROM THE ACCIDENT SITE. AN FAA INSPECTOR AND LOCAL POLICE AUTHORITIES EXAMINED THE AIRPLANE AND INTERVIEWED WITNESSES ON SCENE. THEY REPORTED FINDING A TOTAL OF ABOUT 6 OUNCES OF FUEL IN THE AIRPLANE'S FUEL CELLS. THEY FOUND NO EVIDENCE OF FUEL SPILLAGE ON THE GROUND AT THE ACCIDENT SITE. THE FAA INSPECTOR FOUND WRINKLES IN THE FUEL BLADDERS AND NOTED THAT AIRWORTHINESS DIRECTIVES CONCERNING THE FUEL TANKS HAD NOT BEEN COMPLIED WITH. THE INSPECTOR REPORTED THE PILOT HAD BEEN USING AUTOMOBILE GASOLINE IN THE AIRPLANE AND THE AIRPLANE'S ENGINE DID NOT HAVE AN STC PERMITTING THE USE OF AUTOMOBILE GASOLINE. THE INSPECTOR EXAMINED THE AIRPLANE'S ENGINE AND REPORTED THAT NO EVIDENCE OF A MECHANICAL FAILURE OR DEFICIENCY WHICH COULD CAUSE A LOSS OF ENGINE POWER WAS FOUND.
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: 1,141 hours in all; 182 in this make and model; 9 in the last 90 days; 6 in the last 30 days
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Last inspection: annual inspection, June 4, 1992
- Maximum gross weight: 2,650 lb
- Seats: 4
- Landing gear: fixed
- Engine: Continental O-470-L (piston); 0 hours total
The flight
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 170° at 5 knots
- Visibility: 30 statute miles
- Sky: clear
- Temperature: 86°F (30°C), dew point 52°F (11°C)
- Altimeter: 29.00 inHg
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.
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.