Cessna 182Q accident near Pocatello, Idaho, October 18, 1996
On October 18, 1996, a Cessna 182Q, registered N5117N, was substantially damaged in an accident near Pocatello, Idaho. It was a business flight under general aviation rules (Part 91). 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
inadequate preflight by the pilot, which resulted in fuel exhaustion, due to an inadequate supply of fuel. Soft terrain at the emergency landing site was a related factor.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 18, 1996
- Place
- Pocatello, Idaho · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 182Q · all 182Qs on the register
- Registration
- N5117N · registry record · serial 67528
- Damage
- Substantial damage
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The aircraft lost engine power while inbound for landing after a cross-country flight, and it nosed over during the ensuing forced landing. The pilot had flown several legs before the accident flight, and did not refuel at any en route stops. Both wing tanks were found empty, and no fuel was found in the gascolator. The pilot provided a statement including departure and arrival times and fuel on board for each of four legs. He stated that he used a calibrated dipstick to check fuel before his last departure on the 42-mile return flight. He said that the fuel remaining at that time was 19 gallons. Unusable fuel was 4 gallons. An inquiry to a Civil Air Patrol safety officer revealed that the dipstick was homemade; its accuracy was not determined. No mechanical discrepancy was found with the aircraft. There was evidence of inadequate consideration by the pilot concerning the accuracy of the dipstick calibration. Also, there was evidence that the aircraft may not have been in a level attitude when the dipstick readings were made.
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; instrument: airplane
- Flight time: 582 hours in all; 136 in this make and model; 62 in the last 90 days; 12 in the last 30 days; 469 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 2,808 hours
- Last inspection: annual inspection, October 11, 1996; 5 hours since
- Maximum gross weight: 2,960 lb
- Seats: 4
- Landing gear: fixed
- Engine: Continental O-470-V17B (piston); 0 hours total
The flight
- Departed from: IDA Idaho Falls ID at 11:50 pm
- Destination: PIH
- Flight plan: VFR
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 293° at 3 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 45°F (7°C), dew point 16°F (-9°C)
- Altimeter: 30.00 inHg
- Observation at 11:56 pm from PIH
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.