Cessna 182 accident near Hope, Idaho, October 8, 2015
On October 8, 2015 at about 3:26 pm local time, a 1975 Cessna 182, registered N6184F, was destroyed in an accident during enroute (cruise) near Hope, Idaho (Bird Nr 2 airport). It was a personal flight under general aviation rules (Part 91). 3 people were killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's selection of an inadequate altitude to cross mountainous terrain and her subsequent failure to maintain terrain clearance. Contributing to the accident was the pilot's inadequate preflight evaluation of the weather conditions and flight plan.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 8, 2015 · about 3:26 pm local time
- Place
- Hope, Idaho · Bird Nr 2 · map
- Type
- Accident
- Injuries
- 3 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 182 P, built 1975 · all 182s on the register
- Registration
- N6184F · no longer on the register · serial 18264118
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The private pilot in the left seat, a certificated flight instructor in the right seat, and a pilot-rated passenger in the rear seat departed in the airplane for a personal flight and proceeded in a northeast direction. About 10 minutes after takeoff, an emergency locator transmitter transmission was received from a location about 7 miles northeast of the departure airport. The wreckage was located at an elevation of 5,226 ft mean sea level (msl), just below a saddle in the ridgeline of mountainous terrain. The airplane had impacted numerous tree tops then collided with terrain about 156 ft beyond the initial impact point. A postcrash fire destroyed the airplane cabin. Radar data about the time of the accident depicted a target at 3,600 ft msl and climbing to the northeast; the track was heading directly toward rising mountainous terrain and was consistent with a direct course to the intended destination. The final radar return was near the accident site at 4,900 ft msl. An overcast cloud layer was present and was estimated to be around 5,000 ft msl. Based on the elevation of the wreckage at 5,226 feet msl, the pilot likely did not select an altitude sufficient to clear the terrain; the airplane most likely was flying along the base of the overcast layer or had ascended into the overcast layer immediately before its impact with terrain. The pilots did not obtain a weather briefing from a Flight Service Station the day of the accident, and it is unknown if the pilots had checked the weather for the flight using other means before their departure. The investigation was unable to determine who was flying the airplane at the time of the collision with terrain.
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
- Controlled flight into terrain or object (CFIT) during enroute (cruise) defining event
The NTSB's findings
- cause Personnel issues › Action/decision › Action › Incorrect action selection › Flight crew
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Altitude › Incorrect use/operation
- cause Personnel issues › Task performance › Planning/preparation › Flight planning/navigation › Flight crew
- factor Environmental issues › Physical environment › Terrain › Mountainous/hilly terrain › Decision related to condition
- factor Environmental issues › Conditions/weather/phenomena › Ceiling/visibility/precip › Obscuration › Decision related to condition
- factor Environmental issues › Conditions/weather/phenomena › Ceiling/visibility/precip › Obscuration › Effect on personnel
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 250 hours in all
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: fatal
Co-pilot
- Certificate: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 13,000 hours in all
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: rgt
- Injury: fatal
Pilot-Rated Passenger
- Certificate: commercial pilot
- Ratings: single-engine land; instrument: airplane
- Flight time: 7,030 hours in all
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: rear
- Injury: fatal
The aircraft
- Seats: 4
- Landing gear: fixed
- Engine: Continental IO-470-F(27) (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: ID19 Sagle ID at 3:16 pm
- Destination: KMOT Minot ND
- Flight plan: none
- Runway S, 1,900 ft by 40 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: overcast at 2,800 ft
- Temperature: 54°F (12°C), dew point 54°F (12°C)
- Altimeter: 30.29 inHg
- Observation at 3:35 pm from KSZT, 12 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 2 | |||
| Passengers | 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.