Cessna 172S accident near Greenbush, Maine, January 4, 2010
On January 4, 2010 at about 3:54 pm local time, a Cessna 172S, registered N5118J, was substantially damaged in an accident during enroute (cruise) near Greenbush, Maine (Dewitt Field). It was a ferry 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 improper decision to attempt a transoceanic flight in turbulent, icing conditions, with an overweight airplane that was not approved for moderate turbulence and not equipped with deicing systems. Contributing to the accident was the pilot's personal pressure to return home.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 4, 2010 · about 3:54 pm local time
- Place
- Greenbush, Maine · Dewitt Field · map
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 172S · all 172Ss on the register
- Registration
- N5118J · no longer on the register · serial 172S10931
- Damage
- Substantial damage
- Flight
- Ferry flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot was attempting an instrument flight rules (IFR) transoceanic ferry flight in a new Cessna 172S. The flight had been delayed several days due to weather, and the pilot was anxious to return home to the United Kingdom, as his daughter was having surgery. The airplane was equipped with an approved auxiliary fuel tank, which resulted in a gross weight that was 30 percent higher than the published maximum gross weight for the airplane. The higher gross weight was also approved under a special airworthiness certificate; however, the operating limitations for that certificate included, "15. Avoid moderate to severe turbulence." Additionally, the pilot contacted a flight service station and was aware of airmen's meteorological information (AIRMET)s for IFR conditions, moderate turbulence below 11,000 feet, and moderate ice below 13,000 feet, with the freezing level ranging between the surface and 2,500 feet. All three AIRMETS were in effect at the time of departure and the pilot was also aware of cloud and precipitation locations. The airplane flew about 25 miles northeast of the departure airport, then reversed course when the pilot could no longer maintain an altitude of 6,000 feet mean sea level (msl) and was having difficulty controlling the airplane in turbulence and icing conditions. The airplane flew approximately 7 miles after the course reversal, descending to 1,200 feet msl, until radar contact was lost. A witness reported that the airplane flew overhead about 100 to 200 feet above ground level, with continuous engine noise, until it impacted a river. Examination of the wreckage did not reveal any preimpact mechanical malfunctions. Light snow and drizzle prevailed at the time of departure.
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
What happened, in order
- Other weather encounter during enroute (cruise)
- Loss of control in flight during enroute (cruise) defining event
- Collision with terrain or object (not controlled flight into terrain) during uncontrolled descent
The NTSB's findings
- cause Personnel issues › Action/decision › Info processing/decision › Decision making/judgment › Pilot
- factor Aircraft › Aircraft oper/perf/capability › Aircraft capability › Maximum weight › Not specified
- factor Environmental issues › Conditions/weather/phenomena › Temp/humidity/pressure › Conducive to structural icing › Effect on operation
- factor Environmental issues › Conditions/weather/phenomena › Turbulence › (general) › Effect on operation
- factor Personnel issues › Psychological › Personality/attitude › Motivation/respond to pressure › Pilot
Pilot
- Certificate: commercial pilot, private
- Ratings: multi-engine land; single-engine land; single-engine sea; instrument: airplane
- Flight time: 14,248 hours in all; 13,932 as pilot in command
- Medical certificate: Class 1 (with waivers/limitations)
- Seat: left
- Injury: fatal
The aircraft
- Maximum gross weight: 2,550 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming IO-360-L2A (piston); 0 hours total
- Operator: American King Air Services, Inc.
The flight
- Departed from: KBGR Bangor ME at 3:18 pm
- Destination: CYYR Goose Bay
- Flight plan: IFR
Weather at the time
- Light: daylight
- Wind: from 310° at 8 knots, gusting 17
- Visibility: 10 statute miles
- Sky: overcast at 2,600 ft
- Temperature: 37°F (3°C), dew point 28°F (-2°C)
- Altimeter: 29.35 inHg
- Observation at 3:53 pm from KBGR, 20 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight 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.