Cessna 182R accident near St. Johns, Arizona, August 31, 2012
On August 31, 2012 at about 11:10 pm local time, a 1980 Cessna 182R, registered N5458N, was substantially damaged in an accident during landing (landing roll) near St. Johns, Arizona (St Johns Industrial Air Park airport). It was a personal 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
The pilot’s delay in executing a go-around, which resulted in a runway overrun. Contributing to the accident were the pilot’s failure to establish the proper glidepath and airspeed on final approach and his improper use of flaps during the go-around.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 31, 2012 · about 11:10 pm local time
- Place
- St. Johns, Arizona · St Johns Industrial Air Park · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 182R, built 1980 · all 182Rs on the register
- Registration
- N5458N · no longer on the register · serial 18267729
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that the airplane was high and fast on final approach for landing, so he lowered the flaps to 40 degrees and raised the nose to slow down. The pilot then decided to go around, so he applied full power and raised the flaps to 30 degrees. The airplane began to climb, but then it started descending. The pilot reduced the engine power, landed the airplane, and applied heavy braking. The airplane subsequently overran the end of the runway and went through the perimeter fence. After he exited the airplane, the pilot found the flaps fully retracted. The airplane's Pilot Operating Handbook stated that go-arounds should be performed with the flaps at 20 degrees. Further, the pilot should have performed a go-around when he first noticed that the airplane was too high and fast on the final approach.
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
What happened, in order
- Runway excursion during landing (landing roll) defining event
The NTSB's findings
- cause Personnel issues › Action/decision › Action › Delayed action › Pilot
- factor Personnel issues › Task performance › Use of equip/info › Use of policy/procedure › Pilot
- factor Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Descent/approach/glide path › Not attained/maintained
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 1,550 hours in all; 750 in this make and model; 11 in the last 90 days; 9 in the last 30 days
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: minor injuries
The aircraft
- Airframe total time: 2,359 hours
- Last inspection: annual inspection, January 18, 2012
- Maximum gross weight: 3,100 lb
- Seats: 4
- Landing gear: fixed
- Engine: Cont Motor IO-470 SERIES (piston); 0 hours total
The flight
- Departed from: DHT Dalhart TX at 8:00 pm
- Destination: SJN St. Johns AZ
- Flight plan: not recorded
- Runway 14, 5,322 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: from 220° at 7 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 86°F (30°C), dew point 45°F (7°C)
- Altimeter: 30.12 inHg
- Observation at 10:54 pm from SJN
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight 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.