Cessna 182Q accident near Empire, Michigan, July 9, 2003
On July 9, 2003 at about 11:50 pm local time, a Cessna 182Q, registered N95890, was substantially damaged in an accident near Empire, Michigan (Empire Airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to abort the takeoff. A contributing factor to the accident included the pilot not utilizing all available engine power during the entire takeoff. Additional factors were the improper wing flap setting and the cherry-tree orchard.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 9, 2003 · about 11:50 pm local time
- Place
- Empire, Michigan · Empire Airport · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 182Q · all 182Qs on the register
- Registration
- N95890 · no longer on the register · serial 18266669
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane impacted a cherry-tree orchard during an attempted takeoff. The pilot reported that prior to the takeoff he had taxied the airplane to the end of runway 35 (2,600 feet by 50 feet, dry asphalt) to complete an engine run-up check. The pilot stated that no anomalies were noticed during the engine run-up and that he subsequently set the wing flaps to 10-degrees prior to departing. The pilot reported that the engine rpm was accelerated and the manifold pressure was set to 27 inches-of-mercury. The pilot stated the airplane "wasn't getting lift" during the takeoff roll, so he increased engine power to the maximum. The pilot reported after the airplane became airborne the stall warning horn sounded and he responded by lowering the airplane's nose, just clearing a pine tree in the process. The pilot stated he attempted to climb, but the stall warning horn sounded again and the airplane subsequently impacted the orchard near the departure end of the runway. The aircraft's takeoff checklist states that a normal takeoff is to be completed with full engine power and 20-degrees of wing flaps. The pilot reported that the accident could have been prevented if he "aborted takeoff instead of adding power."
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: 143 hours in all; 71 in this make and model; 16 in the last 90 days; 11 in the last 30 days; 79 as pilot in command
- Medical certificate: Class 3 (expired)
- Seat: left
- Injury: no injuries
The aircraft
- Last inspection: annual inspection, January 4, 2003; 38.6 hours since
- Maximum gross weight: 2,950 lb
- Seats: 4
- Landing gear: fixed
- Engine: Continental IO-550 (piston); 0 hours total
The flight
- Departed from: Y87 Empire MI at 11:30 pm
- Destination: 4M0 Lake Ann MI
- Flight plan: none
- Runway 35, 2,600 ft by 50 ft
Weather at the time
- Light: daylight
- Wind: from 105° at 9 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 12,000 ft; a few clouds at 4,000 ft
- Temperature: 73°F (23°C), dew point 55°F (13°C)
- Altimeter: 29.95 inHg
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.