Cessna A185E accident near Grand Marais, Minnesota, May 23, 2002
On May 23, 2002 at about 4:00 pm local time, a Cessna A185E, registered N4747Q, was substantially damaged in an accident near Grand Marais, Minnesota (Grand Marais, Cook County airport). It was a personal 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 displayed inadequate compensation for the wind conditions that existed at the time of the accident and directional control was not maintained. A factor associated with the accident was the crosswind weather condition.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 23, 2002 · about 4:00 pm local time
- Place
- Grand Marais, Minnesota · Grand Marais, Cook County · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna A185E · all A185Es on the register
- Registration
- N4747Q · registry record · serial 185-1201
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane sustained substantial damage when it nosed over at the edge of the runway following a loss of directional control. The pilot reported that on takeoff the aircraft was struck by a gust of wind from the left side, forcing the tail to the right. The pilot stated that he applied full right rudder and partial brake an attempt to return the tail to centerline. The remedial action was unsuccessful and the pilot stated that he attempted to get airborne sensing an imminent ground loop. The pilot reported that another gust of wind shifted the airplane tail to the right, despite the use of full right rudder and considerable right brake. He stated that the right wingtip impacted the runway and the aircraft went toward the left side of the runway where the propeller struck the runway surface. According to the pilot, the propeller then hit the ground at the edge of the runway and the airplane nosed over.
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: private
- Ratings: instrument: airplane
- Flight time: 1,006 hours in all; 922 in this make and model; 34 in the last 90 days; 16 in the last 30 days
- Last flight review: September 27, 2000
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 5,847.3 hours
- Last inspection: annual inspection, April 1, 2002; 18.9 hours since
- Maximum gross weight: 3,310 lb
- Seats: 4
- Landing gear: fixed
- Engine: Continental IO-520 D9B (piston); 0 hours total
The flight
- Departed from: CKC Grand Marais MN at 4:00 pm
- Destination: FCM Flying Cloud MN
- Flight plan: none
- Runway 27, 4,200 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: from 210° at 13 knots, gusting 22
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 66°F (19°C), dew point 43°F (6°C)
- Altimeter: 29.46 inHg
- Observation at 5:15 pm from CKC
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.
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.