Cessna 182R accident near Spokane, Washington, September 28, 1995
On September 28, 1995 at about 11:00 pm local time, a Cessna 182R, registered N5949E, was substantially damaged in an accident near Spokane, Washington (Felts Field). It was an instructional 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
failure of the pilot to properly flare the airplane during the landing. Factors relating to the accident were: the pilot's improper approach to land, exceeding the proper touchdown point for landing, failure to go-around, while there was sufficient runway remaining, and the wet runway/hydroplaning condition.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 28, 1995 · about 11:00 pm local time
- Place
- Spokane, Washington · Felts Field · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 182R · all 182Rs on the register
- Registration
- N5949E · no longer on the register · serial 18268340
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
After completing a 14 CFR 135 pilot proficiency check, the pilot decided to perform additional landing practice. At the recommendation of the right-seat pilot, the pilot flew a tight, flaps-up pattern with a full forward slip. There was standing water on the 3,059-foot landing runway. The pilot's approach was high and at an excessive airspeed. Crossing the runway threshold, he stated 'We may be going around'; however, he then continued the approach to a 'firm' touchdown approximately halfway down the runway. The pilots stated that the aircraft hydroplaned during the landing roll and overran the end of the runway by 'approximately 40 yards' onto a grass overrun. The right elevator tip was subsequently found hanging from the elevator. Examinations of the fractured elevator tip at the NTSB Materials Laboratory and Cessna characterized the fractures as overstress separations. Photographs showed the top of the elevator spar buckled, the bottom of the spar fractured at a 45- degree angle, and upper elevator skin bent upward 90 degrees, as well as damage to both main landing gear struts.
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
- Ratings: multi-engine land; single-engine land; single-engine sea; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 5,000 hours in all; 355 in this make and model; 35 in the last 90 days; 12 in the last 30 days; 4,900 as pilot in command; 1,700 on instruments
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 4,624 hours
- Last inspection: 100-hour inspection, September 13, 1995; 20 hours since
- Maximum gross weight: 3,100 lb
- Seats: 4
- Landing gear: fixed
- Engine: Continental O-470-U (piston); 0 hours total
The flight
- Departed from: SFF at 10:50 pm
- Flight plan: none
- Runway 3R, 3,059 ft by 75 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 080° at 6 knots
- Visibility: 20 statute miles
- Sky: broken clouds at 2,000 ft; not recorded
- Temperature: 54°F (12°C), dew point 54°F (12°C)
- Altimeter: 29.00 inHg
- Observation at 10:45 pm from SFF
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 |
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 N5949E 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.