Cessna 305A accident near New Richmond, Wisconsin, September 25, 2003
On September 25, 2003 at about 8:40 pm local time, a Cessna 305A, registered N5237G, was substantially damaged in an accident near New Richmond, Wisconsin (New Richmond Municipal 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 inadequate compensation for wind and his failure to maintain directional control. The pilot's in-flight selection of the wrong runway and excessive application of brake pressure are contributing factors.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 25, 2003 · about 8:40 pm local time
- Place
- New Richmond, Wisconsin · New Richmond Municipal Airport · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 305A · all 305As on the register
- Registration
- N5237G · registry record · serial 22770
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane nosed over subsequent to a loss of directional control while landing. The pilot stated that during the landing a gust of wind from the right resulted in the airplane veering to the left and raising the right wing. The pilot stated he failed to input enough right aileron control for the crosswind. The airplane bounced, the right wing raised and the left wingtip impacted the runway. When the pilot applied brakes, the propeller contacted the runway, and the airplane nosed over. The pilot stated he should have entered a traffic pattern that was more favorable to the wind conditions and he should not have used the brakes once directional control was lost.
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: multi-engine land; single-engine land
- Flight time: 98 hours in all; 13 in this make and model; 98 as pilot in command
- Last flight review: September 25, 2003
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: frt
- Injury: no injuries
The aircraft
- Airframe total time: 6,313 hours
- Last inspection: annual inspection, August 23, 2003; 13 hours since
- Maximum gross weight: 2,100 lb
- Seats: 2
- Landing gear: fixed
- Engine: Continental O-470-15 (piston); 0 hours total
The flight
- Departed from: ANE Minneapolis MN at 8:15 pm
- Destination: RNH New Richmond WI
- Flight plan: none
- Runway 14, 4,003 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: from 240° at 6 knots
- Visibility: 10 statute miles
- Sky: scat at 12,000 ft
- Temperature: 54°F (12°C), dew point 36°F (2°C)
- Altimeter: 29.98 inHg
- Observation at 8:38 pm from RNH
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 N5237G 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.