Cessna 414A accident near Sturgeon Bay, Wisconsin, May 6, 2007
On May 6, 2007, a Cessna 414A, registered N53WT, was substantially damaged in an accident near Sturgeon Bay, Wisconsin (Door County Cherryland airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 3 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
Worn brakes which resulted in an overrun during landing. A fence was a factor.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 6, 2007
- Place
- Sturgeon Bay, Wisconsin · Door County Cherryland
- Type
- Accident
- Injuries
- No one was hurt; 3 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 414A · all 414As on the register
- Registration
- N53WT · registry record · serial 414A0533
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that about eight minutes prior to landing, the right hydraulic light on the annunciator panel illuminated. He lowered the landing gear and continued to his destination. He flew the approach with flaps deployed halfway due to a crosswind, and upon touchdown at a "normal point and airspeed," he deployed full flaps. The pilot reported that the brakes had little or no effect. The airplane overran the runway, went through a chain link perimeter fence, and came to a stop on a perimeter road 449 feet from the edge of the runway. The inspection of the runway revealed black skid marks from both left and right main gear tires continuing to the end of the runway 20, where furrows from both main tires continued through the grass almost to the fence line. The inspection of the brake assemblies by a mechanic revealed that both brake discs and pads were worn and in need of service. The right brake was leaking fluid. The mechanic reported that the left side required a new brake disc and new brake pads, and the right side required new brake pads. Wind conditions were reported as 070 degrees at 10 knots.
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; instrument: airplane
- Flight time: 4,938 hours in all; 2,485 in this make and model; 70 in the last 90 days; 30 in the last 30 days; 4,908 as pilot in command
- Last flight review: April 1, 2006
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Last inspection: annual inspection
- Maximum gross weight: 6,800 lb
- Seats: 8
- Landing gear: retractable
- Engine: Teledyne Continental TSIO-520-NB (piston); 0 hours total
The flight
- Departed from: IMT Iron Mountain MI
- Destination: KSUE Sturgeon Bay WI
- Flight plan: none
- Runway 20, 4,600 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: from 070° at 10 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 54°F (12°C), dew point 30°F (-1°C)
- Altimeter: 30.28 inHg
- Observation at 11:55 pm from SUE
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 2 |
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.