Cessna TR182 accident near S. Lake Tahoe, California, August 21, 1999
On August 21, 1999 at about 4:05 pm local time, a Cessna TR182, registered N4809R, was substantially damaged in an accident near S. Lake Tahoe, California (South Lake Tahoe airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to verify the landing gear was in the extended position. A factor in the accident was gear warning system's unresolved discrepancies.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 21, 1999 · about 4:05 pm local time
- Place
- S. Lake Tahoe, California · South Lake Tahoe · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna TR182 · all TR182s on the register
- Registration
- N4809R · registry record · serial R18200610
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot believed that he completed the GUMP check on approach, but he was distracted by traffic while entering the pattern and did not verify that the green gear down light was illuminated or verify visually that the gear was extended. In the landing flare he realized too late that the gear was not extended and landed gear-up. The pilot said that the gear system had a history of problems with the indicator lights and warning horn. The gear and its warning systems were inspected. After selection of either the up or down positions, the GEAR PUMP circuit breaker would open prior to completion of the cycle. When the circuit breaker was reset the gear continued to its selected position. The green gear indication light illuminated about 10 seconds after cycle completion; however, the aural warning horn did not sound immediately and was faint when it did engage. There was no damage found to the tire sidewalls, gear struts or wheels, indicating that the landing gear was fully retracted on touchdown. Placement of the gear handle in the down position caused the gear to fall from the stowed position whether the power was on or off. The fuselage was distorted from a prior ground damage incident where the airplane was blown over in high winds while parked. The incident corresponded to the onset of the gear system discrepancies.
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: 165 hours in all; 82 in this make and model
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 1,250 hours
- Last inspection: annual inspection, April 15, 1999; 60 hours since
- Maximum gross weight: 3,300 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming O-540 (piston); 0 hours total
The flight
- Departed from: O61 Cameron Park CA at 6:00 pm
- Destination: SLC Salt Lake City UT
- Flight plan: none
- Runway 18, 8,544 ft by 150 ft
Weather at the time
- Light: daylight
- Visibility: 30 statute miles
- Sky: clear
- Temperature: 57°F (14°C), dew point 39°F (4°C)
- Altimeter: 30.00 inHg
- Observation at 3:54 pm from RNO, 38 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.
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.