Cessna 182A accident near Nampa, Idaho, February 27, 1994
On February 27, 1994 at about 8:25 pm local time, a Cessna 182A, registered N2153G, was substantially damaged in an accident near Nampa, Idaho (Nampa Municipal airport). It was a flight of an unrecorded kind 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
THE PILOT IN COMMAND'S FAILURE TO REFUEL THE AIRCRAFT. FACTOR(S) CONTRIBUTING TO THE ACCIDENT WERE: FUEL EXHAUSTION, LACK OF TOTAL EXPERIENCE IN TYPE AIRCRAFT, AND TERRAIN CONDITION (DITCH).
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 27, 1994 · about 8:25 pm local time
- Place
- Nampa, Idaho · Nampa Municipal · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 182A · all 182As on the register
- Registration
- N2153G · no longer on the register · serial 51453
- Damage
- Substantial damage
- Flight
- Flight of an unrecorded kind · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE AIRCRAFT DEPARTED FULLY TOPPED WITH 65 GALLONS OF FUEL ON THREE 45 NAUTICAL MILE MINIMUM LEGS PLUS A TOTAL OF FIVE PARACHUTE DROPS INVOLVING ASCENTS BETWEEN 7,500 AND 9,500 FEET ABOVE GROUND LEVEL. DURING THE DESCENT FROM THE FIFTH PARACHUTE DROP THE ENGINE STOPPED DEVELOPING POWER AND THE PILOT IN COMMAND EXECUTED A FORCED LANDING IN A FIELD. DURING THE LANDING ROLL THE AIRCRAFT COLLIDED WITH A BARB WIRE FENCE AND IMPACTED A DRAINAGE DITCH. THE AIRCRAFT OWNER'S MANUAL INDICATES THAT IN NON LEVEL FLIGHT THE UNUSABLE FUEL IS FIVE GALLONS PER FUEL TANK. POST CRASH EXAMINATION REVEALED 5.5 AND 2.0 GALLONS OF FUEL IN THE LEFT AND RIGHT FUEL TANKS RESPECTIVELY. THE PILOT DID NOT FUEL THE AIRCRAFT DURING ITS USE AND REPORTED A TOTAL OF 4 HOURS OF FLIGHT TIME IN THE CESSNA 182.
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: airline transport pilot, flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instrument: airplane
- Flight time: 3,845 hours in all; 4 in this make and model; 4 in the last 90 days; 4 in the last 30 days; 351 as pilot in command
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,100 hours
- Last inspection: annual inspection, August 24, 1993; 152 hours since
- Maximum gross weight: 2,650 lb
- Seats: 1
- 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 300° at 13 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 3,100 ft; not recorded
- Temperature: 50°F (10°C), dew point 36°F (2°C)
- Altimeter: 29.00 inHg
- Observation at 8:34 pm from U35, 7 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 N2153G 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.