Cessna 172P accident near Sheboygan, Wisconsin, June 8, 2003
On June 8, 2003 at about 2:45 am local time, a Cessna 172P, registered N63319, was destroyed in an accident near Sheboygan, Wisconsin (Sheboygan Co. Municipal airport). It was a personal flight under general aviation rules (Part 91). 2 people were killed. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
The pilot failed to maintain control of the airplane after encountering instrument meteorological conditions during takeoff. Factors associated with the accident were the low ceiling, fog and lack of instrument rating.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 8, 2003 · about 2:45 am local time
- Place
- Sheboygan, Wisconsin · Sheboygan Co. Municipal · map
- Type
- Accident
- Injuries
- 2 people were killed.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Cessna 172P · all 172Ps on the register
- Registration
- N63319 · no longer on the register · serial 17275421
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane impacted the terrain following a loss of control on takeoff. There were no known eyewitnesses who saw the takeoff or accident. The person who dropped the pilot and passenger at the airport last saw the airplane as it began to taxi east on the ramp. Ear witnesses reporting hearing an engine go to "full power" followed by the sound of an impact. These ear witnesses reported horizontal visibility at the time was between 30 and 100 feet due to fog. The pilot called the automated weather observation (AWOS) at the departure airport and another airport prior to departure. The wreckage was located on airport property approximately 1,700 feet from the intersection of runways 13/21. Ground scars and the wreckage path leading to the main wreckage was on a heading of 264 degrees. Weather conditions at the departure airport recorded 4 minutes prior to the accident were temperature 8 degrees Celsius, dew point 8 degrees Celsius, visibility 1/4 mile with fog, and 100 feet indefinite ceiling. The pilot did not have an instrument rating. The Transport Canada Carburetor Icing Chart indicates that serious icing at any power setting was possible with the reported temperature and dewpoint spread.
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
- Flight time: 150 hours in all; 113 in this make and model; 6 in the last 90 days; 1 in the last 30 days; 124 as pilot in command
- Last flight review: September 12, 2002
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: fatal
The aircraft
- Airframe total time: 7,862 hours
- Last inspection: annual inspection, March 21, 2003; 81 hours since
- Maximum gross weight: 2,407 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320-D2J (piston); 0 hours total
The flight
- Departed from: SBM Sheboygan WI at 2:45 am
- Destination: AUW Wausau WI
- Flight plan: none
Weather at the time
- Light: night
- Wind: from 060° at 4 knots
- Visibility: 0.2 statute miles
- Sky: vv at 100 ft; not recorded
- Temperature: 46°F (8°C), dew point 46°F (8°C)
- Altimeter: 29.79 inHg
- Observation at 2:41 am from KSBM
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.