Varga 2150A accident near Yuma, Arizona, February 12, 1995
On February 12, 1995 at about 2:15 am local time, a Varga 2150A, registered N56180, was destroyed in an accident near Yuma, Arizona. It was an instructional flight under general aviation rules (Part 91). 1 person was seriously injured. 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 and his failure to refuel the aircraft.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 12, 1995 · about 2:15 am local time
- Place
- Yuma, Arizona · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Varga 2150A
- Registration
- N56180 · registry record · serial VAC-160-80
- Damage
- Destroyed
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PILOT IS A RETIRED MILITARY AVIATOR WHO WAS IN THE PROCESS OF QUALIFYING FOR A CIVILIAN PILOT CERTIFICATE. HE SAID THE FUEL TANKS WERE FULL AT DEPARTURE FROM YUMA AND HE DID NOT REFUEL AT ELOY. PRIOR TO DEPARTURE, HE VISUALLY LOOKED INSIDE THE TANKS AND ESTIMATED THAT ABOUT 20 GALLONS OF A 33 USABLE TOTAL WERE AVAILABLE. THE TOTAL ELAPSED FLIGHT TIME FROM DEPARTURE AT YUMA UNTIL THE ACCIDENT WAS CALCULATED TO BE ABOUT 2 HOURS 53 MINUTES. THE PILOT SAID THAT ABOUT 39 MILES FROM YUMA HE CONTACTED YUMA APPROACH FOR RADAR ADVISORIES. SHORTLY THEREAFTER, THE ENGINE QUIT. THE AIRCRAFT WAS OVER A MOUNTAINOUS AREA WITHOUT SUITABLE LANDING AREAS AND THE AIRCRAFT COLLIDED WITH THE MOUNTAINOUS TERRAIN. EXAMINATION OF THE AIRCRAFT REVEALED THAT THE FUEL SYSTEM WAS INTACT WITH NO EVIDENCE OF LEAKAGE. ONLY RESIDUAL FUEL WAS FOUND IN THE FUEL TANKS. THE FUEL LINES TO THE CARBURETOR DID NOT CONTAIN FUEL. AN FAA INSPECTOR EXAMINED THE AIRCRAFT AND FOUND NO DISCREPANCIES WITH THE AIRFRAME OR ENGINE. THE FUEL TANK SENDING UNITS WERE TESTED AND FOUND TO FUNCTION CORRECTLY.
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: military, student
- Flight time: 1,078 hours in all; 8 in this make and model; 8 in the last 90 days; 8 in the last 30 days; 947 as pilot in command
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: frt
The aircraft
- Airframe total time: 918 hours
- Last inspection: annual inspection, January 10, 1995; 8 hours since
- Maximum gross weight: 1,817 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-360-A2D (piston); 0 hours total
The flight
- Departed from: E60 Eloy AZ
- Destination: YUM
- Flight plan: none
- Runway 0
Weather at the time
- Light: dusk
- Wind: from 210° at 6 knots
- Visibility: 10 statute miles
- Sky: scat at 25,000 ft
- Temperature: 57°F (14°C), dew point 46°F (8°C)
- Altimeter: 29.00 inHg
- Observation at 1:56 am from YUM, 18 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.
Other NTSB records under N56180 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.