Cessna R182 accident near Raymore, Missouri, June 11, 2001
On June 11, 2001 at about 10:05 pm local time, a Cessna R182, registered N2344C, was substantially damaged in an accident near Raymore, Missouri. 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 failed to see and avoid the guy wires associated with a lighted tower. A factor associated with the accident was the guy wire.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 11, 2001 · about 10:05 pm local time
- Place
- Raymore, Missouri · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna R182 · all R182s on the register
- Registration
- N2344C · registry record · serial R18200156
- Damage
- Substantial damage
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane collided with a guy wire for an antenna tower following an aerial photography flight. The pilot reported that he flew the flight at 700 feet agl, had completed the work, and was in a gradual climb while making slow clearing turns. He reported he was on a northerly heading at an altitude of approximately 800 feet agl when he felt a jolt and he temporarily lost control of the airplane. He regained control of the airplane and continued to fly to a nearby airport where an uneventful landing was made. Post accident investigation revealed the airplane had contacted a guy wire to a 843 foot tall tower. The outboard 40 inches of the left wing were found on the ground below a tower designated as the Harrisonville Site. The tower was inspected and no damage or paint transfers were noted, however the tower is reinforced with guy wires. The tower is painted red and white and is lighted with a red flashing light which was operable at the time of the accident. In addition, the tower is depicted on Kansas City Sectional Aeronautical Chart and the Kansas State Aeronautical Charts.
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
Pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 12,000 hours in all; 190 in the last 90 days; 100 in the last 30 days; 11,600 as pilot in command
- Last flight review: October 14, 2000
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 3,900 hours
- Last inspection: annual inspection, March 16, 2001; 197 hours since
- Maximum gross weight: 3,100 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming O-540-J3C5D (piston); 0 hours total
The flight
- Departed from: VER Booneville MO at 7:30 pm
- Destination: LXT Lee'S Summit MO
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 220° at 17 knots, gusting 21
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 90°F (32°C), dew point 70°F (21°C)
- Altimeter: 29.75 inHg
- Observation at 10:54 pm from MKC, 27 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| 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.
Other NTSB records under N2344C the same tail number, which may have belonged to a different aircraft at the time
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.