Cessna 182 accident near Charlevoix, Michigan, June 2, 2025
On June 2, 2025 at about 3:30 pm local time, a 1968 Cessna 182, registered N71149, was substantially damaged in an accident during takeoff near Charlevoix, Michigan (Charlevoix Muni airport). It was a business flight under general aviation rules (Part 91). No one was hurt; 1 person was 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 pitch control during the takeoff that resulted in multiple bounces and substantial damage to the fuselage.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 2, 2025 · about 3:30 pm local time
- Place
- Charlevoix, Michigan · Charlevoix Muni · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 182 M, built 1968 · all 182s on the register
- Registration
- N71149 · registry record · serial 18259511
- Damage
- Substantial damage
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The purpose of the training flight was for the pilot, who was employed by the skydiving operator, to become familiar with the airplane, as he had never flown it before. During the takeoff, a witness observed the airplane bounce multiple times. During the second bounce, the witness heard a loud noise, and during the third and final bounce, the witness heard an even louder noise. The witness surmised that the third bounce was “so violent” that he thought the airplane as going to become inverted. The airplane became airborne and departed, while remaining in the traffic pattern. During the no flap landing, the pilot reported that as he began pulling back on the yoke to flare, he noticed that the nose of the airplane was not pitching up. The airplane landed on the nose landing gear, which sustained a flat tire. The airplane came to rest upright on the right side of the runway and the pilot was able to egress without further incident. The airplane sustained substantial damage to the fuselage aft of the engine compartment and to the cockpit floor. Postaccident examination of the flight control system found an excessive amount of slack in the elevator control cables due to the fuselage damage sustained from the multiple bounces that occurred during the takeoff. The substantial damage resulted in excessive slack to the elevator control cables that resulted in the pilot not having adequate pitch control during the landing.
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
- Abnormal runway contact during takeoff defining event
- Hard landing during landing (flare/touchdown)
- Evacuation during post (impact)
- Flight control sys malf/fail during landing (flare/touchdown)
The NTSB's findings
- Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Pitch control › Not attained/maintained
- Personnel issues › Task performance › Use of equip/info › Aircraft control › Pilot
- Personnel issues › Action/decision › Action › Incorrect action performance › Pilot
- Personnel issues › Psychological › Attention/monitoring › Task monitoring/vigilance › Pilot
Pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 632 hours in all; 286 in this make and model; 30 in the last 90 days; 30 in the last 30 days; 526 as pilot in command
- Last flight review: May 6, 2025
- Medical certificate: Class 1 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 4,979.6 hours
- Last inspection: annual inspection, August 8, 2024; 47 hours since
- Maximum gross weight: 2,950 lb
- Seats: 2
- Landing gear: fixed
- Engine: Continental Motors IO-520-D (piston); 1,925 hours total
- Operator: Skydive Harbor Springs INC
The flight
- Flight plan: none
- Runway 09/2, 4,549 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: from 220° at 9 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 68°F (20°C), dew point 45°F (7°C)
- Altimeter: 29.92 inHg
- Observation at 11:15 am from KCVX
Weather report (METAR): KCVX 021515Z AUTO 22009KT 10SM CLR 20/07 A2992 RMK AO2
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 |
Photographs from the investigation 5 pictures from the NTSB's docket, as the NTSB released them
Photograph 1 – Overall view of the airplane
Photograph 2 – View of the nose landing gear, which sustained a flat tire
Photograph 3 – View of the left side fuselage, just aft of the engine compartment
Photograph 4 – View of the lower left side of the cockpit
Photograph 5 – View of the lower left side of the cockpitThe NTSB's photographs with the NTSB's captions, at screen size. Open a picture to see it full size or to report one that should not be shown.
Documents from the investigation the NTSB's docket: the evidence folder behind the report
5 documents, released by the NTSB on July 17, 2025. 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, 10 pages | View Download |
| 2 | Investigation Photographs | PDF, 6 pages · our copy | View Download |
| 3 | Witness - Statement | PDF, 2 pages | View Download |
| 4 | Federal Aviation Administration - Statements | PDF, 3 pages | View Download |
| 5 | Cessna 182M Owner's Manual Excerpts - Operating Checklist | PDF, 5 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.