Cessna TR182 accident near Salt Lake City, Utah, October 28, 1995
On October 28, 1995, a Cessna TR182, registered N4664S, was substantially damaged in an accident near Salt Lake City, Utah (Salt Lake #2 airport). It was a business 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
maintenance personnel improperly installed a landing gear system hydraulic line and the throttle cable which resulted in chaffing and subsequent loss of hydraulic fluid disabling the landing gear extention systems.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 28, 1995
- Place
- Salt Lake City, Utah · Salt Lake #2 · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna TR182 · all TR182s on the register
- Registration
- N4664S · registry record · serial R18201371
- Damage
- Substantial damage
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot stated that the landing gear did not come down on final approach, and that he was unable to obtain a safe gear indication using either normal or emergency extension. The pilot reported that a 38-knot left crosswind component existed for the landing. The airplane's maximum demonstrated crosswind is 18 knots. The right main gear collapsed on landing roll and the aircraft departed the right side of the runway. A post-accident inspection revealed that a nylon wire tie securing the throttle cable had broken, and that a hole had been chafed in the hydraulic pressure outlet line between the main hydraulic power pack and the landing gear selector valve. The chafed hole was in the area of the unsecured throttle cable. The hydraulic line had been repaired in 1980 by splicing in an additional piece and was 1/2 inch longer than a new hydraulic line. A new hydraulic line, when installed, had adequate clearance with the throttle cable.
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: 2,200 hours in all; 2,000 in this make and model; 60 in the last 90 days; 20 in the last 30 days; 2,200 as pilot in command
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: unk
The aircraft
- Airframe total time: 2,200 hours
- Last inspection: annual inspection, October 3, 1994; 75 hours since
- Maximum gross weight: 3,100 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming O-540-L3C5D (piston); 0 hours total
The flight
- Departed from: VEL Vernal UT at 11:00 pm
- Destination: U42
- Flight plan: none
- Runway 34, 5,860 ft by 100 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 270° at 40 knots
- Visibility: 75 statute miles
- Sky: clear
- Temperature: 45°F (7°C), dew point 36°F (2°C)
- Altimeter: 29.00 inHg
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 N4664S 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.