Cessna 182D accident near Batesville, Mississippi, May 1, 2023
On May 1, 2023 at about 6:45 pm local time, a 1961 Cessna 182D, registered N8713X, was substantially damaged in an accident during landing (landing roll) near Batesville, Mississippi (Panola County airport). It was a personal 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
The pilot’s failure to maintain airplane control while landing with a left gusting crosswind. Contributing to the accident was the partial loss of engine power 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
- May 1, 2023 · about 6:45 pm local time
- Place
- Batesville, Mississippi · Panola County · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 182D, built 1961 · all 182Ds on the register
- Registration
- N8713X · registry record · serial 18253113
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During a planned fuel stop the first approach was too high, so the pilot conducted a go-around and re-entered the traffic pattern. During the no-flap second approach and touch down the airplane bounced and a “significant wind gust” pushed the airplane to the right. As the airplane veered off the runway, the pilot attempted to go-around and added full power. The engine rpm increased momentarily, the pilot heard a loud “pop,” the engine sputtered, and then lost power. The pilot made a forced landing in the grass next to the runway during which the airplane impacted a drainage ditch and the left main landing gear tire separated. The right wing and lower fuselage sustained substantial damage. During a postaccident engine run, the engine started, idled, and accelerated without hesitation. Examination of the engine and related systems revealed no evidence of mechanical malfunction or failure that would have precluded normal operation. Although the weather conditions at the time of the accident were conducive to the accumulation of carburetor icing at glide power, the pilot reported that he used carburetor heat, which would have prevented the accumulation of ice. It is likely that during the attempted go around the pilot increased engine rpm too quickly which resulted in a backfire and subsequent loss of power. Wind at the time of the accident was from 290° at 10 knots gusting to 21 knots. The pilot was landing on runway 01 with a 20-knot crosswind.
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)
- Abnormal runway contact during landing (flare/touchdown)
- Collision with terrain or object (not controlled flight into terrain) during landing (landing roll)
- Loss of control on ground during landing (landing roll) defining event
- Loss of engine power (partial) during approach (VFR go-around)
The NTSB's findings
- Aircraft › Aircraft power plant › Engine (reciprocating) › (general) › Unknown/Not determined
- Personnel issues › Task performance › Use of equip/info › Aircraft control › Pilot
- Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Directional control › Not attained/maintained
- Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Crosswind correction › Capability exceeded
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 945 hours in all; 402 in this make and model; 15 in the last 90 days; 13 in the last 30 days; 878 as pilot in command
- Last flight review: July 19, 2021
- Medical certificate: BasicMed
- Seat: left
- Injury: no injuries
Passenger
- Seat: rear
- Injury: no injuries
The aircraft
- Airframe total time: 3,392.3 hours
- Last inspection: annual inspection, June 22, 2022; 40.5 hours since
- Maximum gross weight: 2,650 lb
- Seats: 2
- Landing gear: fixed
- Engine: Continental O-470-L (piston); 3,270 hours total
The flight
- Departed from: KRMG Rome GA at 4:01 pm
- Destination: KPMU Batesville MS
- Flight plan: none
- Runway 01, 5,001 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: from 290° at 10 knots, gusting 21
- Visibility: 10 statute miles
- Temperature: 66°F (19°C), dew point 32°F (0°C)
- Altimeter: 29.84 inHg
- Observation at 1:35 pm from KPMU, 17 miles away
Weather report (METAR): KPMU 011855Z AUTO 29010G21KT 10SM 19/00 A2984 RMK AO2,M
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
7 documents, released by the NTSB on May 2, 2024. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
| # | Document | What it is | |
|---|---|---|---|
| 1 | Photos | PDF, 3 pages | View Download |
| 2 | Engine Examination Summary | PDF, 5 pages | View Download |
| 3 | Video File | MOV file | Download |
| 4 | Pilot's Statement - Email | PDF, 1 page | View Download |
| 5 | Maintenance Records | PDF, 2 pages | View Download |
| 6 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 | PDF, 9 pages | View Download |
| 7 | Meteorology | PDF, 1 page | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
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.