Cessna R182 accident near Harvard, Illinois, June 7, 2002
On June 7, 2002 at about 1:35 pm local time, a Cessna R182, registered N756TK, was substantially damaged in an accident near Harvard, Illinois (Dacy 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's failure to verify the extension of the landing gear. Factors were the alternator failure, and the main landing gear down locks not engaged.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 7, 2002 · about 1:35 pm local time
- Place
- Harvard, Illinois · Dacy Airport · 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
- N756TK · registry record · serial R18201150
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The aircraft sustained substantial damage when the main landing gear collapsed on landing rollout. The pilot reported that he decided to terminate the flight and land at Dacy Airport in Harvard, Illinois due to deteriorating visibility and the inability to communicate with Air Traffic Control. He said that the panel mounted radio displays went blank but the charge indicator indicated a normal charge rate. The pilot reported that he lowered the landing gear and that the gear down indicator light, "...appeared to be green." The main landing gear collapsed during the landing. The airplane landing gear operation is accomplised by hydraulic actuators powered by an electrically-driven hydraulic power pack. An emergency gear extension hand pump is used for emergency landing gear extension. A representative of the maintenance facility that performed the repairs to the airplane stated that the landing gear system was examined and no defects were found. The checks included the normal retraction system, the emergency retraction system, and the position indicating system. He stated that the charging system was not operating when the airplane was recovered. He said that the alternator was replaced during the repairs to the airplane.
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: single-engine land; instrument: airplane
- Flight time: 380 hours in all; 16 in this make and model; 12 in the last 90 days; 3 in the last 30 days; 296 as pilot in command
- Last flight review: May 5, 2002
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 4,263.9 hours
- Last inspection: 100-hour inspection, May 24, 2002; 11.6 hours since
- Maximum gross weight: 2,250 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming O-540-J3C5D (piston); 0 hours total
The flight
- Departed from: UGN Waukegan IL at 12:55 pm
- Destination: BNW Boone IA
- Flight plan: none
- Runway 27, 3,500 ft by 105 ft
Weather at the time
- Light: daylight
- Wind: from 200° at 9 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 25,000 ft; a few clouds at 4,000 ft
- Temperature: 64°F (18°C), dew point 54°F (12°C)
- Altimeter: 30.15 inHg
- Observation at 1:56 pm from ORD, 25 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.
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.