Cessna 182Q accident near Cumberland, Wisconsin, September 24, 2006
On September 24, 2006 at about 7:35 pm local time, a Cessna 182Q, registered N97435, was substantially damaged in an accident near Cumberland, Wisconsin (Staples Lake airport). It was a personal flight under general aviation rules (Part 91). 1 person was killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's inadvertent attempt to land on water with the wheels down and his failure to verify the gear position prior to landing. Contributing factors were the inoperative gear system due to the open gear selector circuit breaker, which tripped for undetermined reasons.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 24, 2006 · about 7:35 pm local time
- Place
- Cumberland, Wisconsin · Staples Lake · map
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 182Q · all 182Qs on the register
- Registration
- N97435 · registry record · serial 18267091
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The amphibious float equipped airplane was substantially damaged while landing on a lake. Witnesses reported that the airplane attempted to land on the lake with the wheels down. One witness described the approach as "level and very routine." Attempts to rescue the pilot after the accident were not successful. The post accident examination revealed that all 4 wheels were in the down and locked position. The landing gear selector handle was in the up position consistent with a water landing. The gear selector circuit breaker was in the open position. The gear pump and gear advisory circuit breakers were in the closed position. Each main gear assembly was equipped with a mechanical gear position indicator. The left and right main gear indicators were visible from the pilot and front passenger seats, respectively. The mechanical gear position indicators were intact. Electrical continuity of the gear position switches, gear selector, and gear position indicator lights was confirmed. The gear retraction and extension hydraulic cylinders and linkages appeared undamaged. The main and nose gear assemblies were intact. The hydraulic gear pump operated in both directions when tested after the accident.
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; single-engine sea; instrument: airplane
- Flight time: 1,675 hours in all; 200 in this make and model; 108 in the last 90 days; 12 in the last 30 days; 1,483 as pilot in command
- Last flight review: September 1, 2004
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: unk
- Injury: fatal
The aircraft
- Airframe total time: 3,045 hours
- Last inspection: annual inspection, May 1, 2006; 67 hours since
- Maximum gross weight: 2,950 lb
- Seats: 4
- Landing gear: retractable
- Engine: Continental IO-550-D (piston); 0 hours total
The flight
- Departed from: SGS South St Paul MN
- Destination: N/A Cumberland WI
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 310° at 10 knots, gusting 16
- Visibility: 10 statute miles
- Sky: scat at 4,800 ft
- Temperature: 63°F (17°C), dew point 39°F (4°C)
- Altimeter: 29.93 inHg
- Observation at 7:35 pm from RPD, 16 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.