Cessna 182 accident near Manitowoc, Wisconsin, November 30, 2023
On November 30, 2023 at about 9:13 pm local time, a 1960 Cessna 182, registered N8880T, was substantially damaged in an accident during maneuvering near Manitowoc, Wisconsin. It was a personal flight under general aviation rules (Part 91). 2 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
Maintenance personnel’s improper servicing of the magnetos, which resulted in their accelerated wear, failure, and the total loss of engine power.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 30, 2023 · about 9:13 pm local time
- Place
- Manitowoc, Wisconsin · map
- Type
- Accident
- Injuries
- 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 182 C, built 1960 · all 182s on the register
- Registration
- N8880T · registry record · serial 52780
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
About an hour after takeoff, during a personal flight, the engine suddenly lost total power. The pilot then made a turn toward the nearest airport to attempt to land; however, the airplane was unable to maintain sufficient altitude and the pilot elected to make a forced landing in a wooded area. The airplane impacted terrain and came to rest inverted, resulting in substantial damage to the fuselage, empennage, and both wings. The postaccident examination of the engine revealed that neither magneto delivered spark to the spark plugs. Laboratory examination of both magnetos identified arcing damage within their distributor assemblies. The arcing melted and carbonized the distributor block and distributor gear electrodes, resulting in an excessive electrode gap and a loss of electrical continuity, which prevented the magnetos from energizing the spark plugs and likely resulted in a total loss of engine power. The arcing damage was consistent with the presence of an insulating oil film on the distributor gear electrodes. The distributor block felt strips were saturated with oil, and oil droplets were observed on and around the felt material, consistent with oil migration from the felt strips to the electrodes. The felt strips were likely oiled improperly during the most recent magneto maintenance. Although the meteorological conditions at the time of the accident were conducive to carburetor icing, neither magneto produced spark during the postaccident examination. The pilot reported that the pretakeoff engine check was nominal. The magnetos had been in service for about 150 hours before the accident. Improper oiling of the felt strips during that maintenance likely led to the oil contamination and subsequent arcing observed in both magnetos.
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
- Loss of engine power (total) during maneuvering defining event
The NTSB's findings
- Personnel issues › Action/decision › Action › Incorrect action performance › Maintenance personnel
- Aircraft › Aircraft power plant › Ignition system › Magneto/distributor › Incorrect service/maintenance
Pilot
- Certificate: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 767 hours in all; 442 in this make and model; 49 in the last 90 days; 27 in the last 30 days; 528 as pilot in command; 76 on instruments
- Last flight review: August 1, 2023
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: rgt
- Injury: minor injuries
The aircraft
- Airframe total time: 4,126 hours
- Last inspection: annual inspection, November 30, 2022; 44.5 hours since
- Maximum gross weight: 2,650 lb
- Seats: 4
- Landing gear: fixed
- Engine: Continental O-470-R (piston); 3,691 hours total
The flight
- Departed from: SBM Sheybogan WI at 8:21 pm
- Flight plan: none
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 280° at 5 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 41°F (5°C), dew point 30°F (-1°C)
- Altimeter: 29.77 inHg
- Observation at 3:56 pm from KMTW, 2 miles away
Weather report (METAR): KMTW 302156Z AUTO 28005KT 10SM CLR 05/M01 A2977 RMK AO2 SLP087 T00501011
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
10 documents, released by the NTSB on February 19, 2026. 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 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 | PDF, 11 pages | View Download |
| 2 | Examination Summary | PDF, 11 pages | View Download |
| 3 | Maintenance Records | PDF, 25 pages | View Download |
| 4 | FAA Inspector's Statement Maintenance Records | PDF, 2 pages | View Download |
| 5 | Carburetor Icing Probability Chart | PDF, 1 page | View Download |
| 6 | Photos | PDF, 5 pages | View Download |
| 7 | Video File | video | View Download |
| 8 | Materials Laboratory Factual Report 24-045 | PDF, 18 pages | View Download |
| 9 | Release of Aircraft Wreckage | PDF, 3 pages | View Download |
| 10 | S20 S200 Service Manual | PDF, 141 pages | 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.