Cessna 182C accident near Moneta, Virginia, March 24, 2002
On March 24, 2002 at about 7:00 pm local time, a Cessna 182C, registered N8667T, was substantially damaged in an accident near Moneta, Virginia (Smith Mountain Lake Airport). It was an other work-use 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 inadequate preflight planning, which resulted in fuel exhaustion.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 24, 2002 · about 7:00 pm local time
- Place
- Moneta, Virginia · Smith Mountain Lake Airport · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 182C · all 182Cs on the register
- Registration
- N8667T · no longer on the register · serial 52567
- Damage
- Substantial damage
- Flight
- Other work-use flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
After releasing parachutists, the pilot planned to return to the airport. During the descent, about 2,500 feet msl, the engine began to lose power. The pilot thought that carburetor ice caused the power loss, and performed emergency procedures, which included the application of carburetor heat. The engine did not regain power, and the pilot planned an emergency landing to a field. As the pilot began to flare, the engine power returned, and he performed a go-around. During the go-around, about 50 feet agl, the engine began to lose power again. The pilot then attempted to land in a smaller field with an up-sloping incline. During the landing, the nose gear collapsed, and the airplane came to rest. The pilot stated that he departed with 12 gallons of fuel, and did not experience any pre-impact mechanical malfunctions with the airplane. However, the pilot told a Federal Aviation Administration (FAA) inspector that he either experienced carburetor ice or ran out of fuel. The FAA inspector did not find any fuel in the left fuel tank, and found less than 1 gallon of fuel in the right fuel tank. He did not find any fuel in the fuel line to the carburetor, nor the gascolator.
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
- Flight time: 486 hours in all; 8 in this make and model; 6 in the last 90 days; 3 in the last 30 days; 403 as pilot in command; 0 on instruments
- Last flight review: March 23, 2002
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 6,859 hours
- Last inspection: annual inspection, January 25, 2002; 20 hours since
- Maximum gross weight: 2,650 lb
- Seats: 1
- Landing gear: fixed
- Engine: Continental O-470 (piston); 0 hours total
The flight
- Departed from: W91 Moneta VA at 6:30 pm
- Destination: W91
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 180° at 10 knots, gusting 20
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 66°F (19°C), dew point 25°F (-4°C)
- Altimeter: 30.04 inHg
- Observation at 6:54 pm from LYH, 20 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.