Cessna 182B accident near Lebanon, Maine, October 22, 1995
On October 22, 1995 at about 9:00 pm local time, a Cessna 182B, registered N2754G, was substantially damaged in an accident near Lebanon, Maine (Skydive Lebanon airport). It was an other work-use 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
the pilot's improper use of the mixture control which resulted in fuel starvation and 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 22, 1995 · about 9:00 pm local time
- Place
- Lebanon, Maine · Skydive Lebanon
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 182B · all 182Bs on the register
- Registration
- N2754G · no longer on the register · serial 52054
- Damage
- Substantial damage
- Flight
- Other work-use flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The recently employed pilot-in-command (PIC) had been given a 1-hour orientation flight by another pilot the morning of the accident. The airplane used was equipped with only one seat, and the PIC flew the airplane while the pilot who gave the orientation sat on the floor. The pilots then switched airplanes, and the PIC of the accident flight sat on the floor and observed the other pilot conduct a parachute-drop flight. That afternoon, the PIC flew his first flight for the operator, departing with three skydivers and a jumpmaster. After the skydivers exited the airplane at 3,500 feet, the PIC reduced the power and started a descent. The pilot flew a wide pattern during the descent, and when he applied power, the engine did not respond. Unable to make the airport, the pilot stalled the airplane into the trees. The PIC stated to the other pilot that he failed to check if the mixture had been pulled out. Examination of the cockpit controls revealed the mixture control was at idle cutoff position. Both fuel tanks were half full. A test run of the engine was satisfactory.
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: multi-engine land; single-engine land; instrument: airplane
- Flight time: 417 hours in all; 20 in this make and model; 28 in the last 90 days; 4 in the last 30 days; 367 as pilot in command
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 4,272 hours
- Last inspection: annual inspection, June 15, 1995
- Maximum gross weight: 2,650 lb
- Seats: 1
- Landing gear: fixed
- Engine: Continental O-470-L (piston); 0 hours total
The flight
- Departed from: ME64 at 8:40 pm
- Flight plan: none
- Runway 0
Weather at the time
- Light: dusk
- Wind: from 270° at 7 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 55°F (13°C), dew point 36°F (2°C)
- Altimeter: 30.00 inHg
- Observation at 8:56 pm from SFM, 10 miles away
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.