Cessna 182 accident near Edgartown, Massachusetts, August 19, 2025
On August 19, 2025 at about 7:00 pm local time, a 1975 Cessna 182, registered N691DM, was substantially damaged in an accident during takeoff (rejected takeoff) near Edgartown, Massachusetts (Katama Airpark airport). It was a personal flight under general aviation rules (Part 91). 2 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The accident was the pilot’s failure to properly configure the airplane for a soft-field takeoff, which resulted in his decision to abort the takeoff and the subsequent runway overrun.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 19, 2025 · about 7:00 pm local time
- Place
- Edgartown, Massachusetts · Katama Airpark · map
- Type
- Accident
- Injuries
- 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 182 P, built 1975 · all 182s on the register
- Registration
- N691DM · registry record · serial 18263984
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported completing a preflight inspection, taxi, and engine runup with no anomalies observed. The pilot reported that he then taxied to the end of the grass runway, held the yoke in the full aft position, and applied full throttle to perform a soft-field takeoff. The pilot stated that while rolling down the runway, he experienced pitching and bouncing of the airplane. At an airspeed of 60 mph, he began to relieve the yoke back pressure, expecting the airplane to begin to liftoff; however, the airplane remained on the runway at 70 mph. At this point, the pilot elected to abort the takeoff and he brought the engine throttle to idle, then applied brake pressure to both brakes, but the airplane began to skid. The airplane continued past the end of the runway, and impacted vegetation and a wire fence. The pilot reported there were no mechanical malfunctions or failures that would have precluded normal operation. A postaccident examination of the airplane revealed it had sustained substantial damage to the left wing and the fuselage. A photograph taken of the airplane shortly after the accident revealed that the flaps were in the retracted position. According to the airplane’s Pilot’s Operating Handbook, “Soft field takeoffs are performed with 20° of flaps.” Additionally, according to the FAA Airplane Flying Handbook, for a soft field takeoff, the pilot should lower the wing flaps prior to starting the takeoff to provide additional lift and to transfer the airplane’s weight from the wheels to the wings as early as possible. It is likely, that due to the flaps being retracted, the rough grass conditions resulted in additional drag on the wheels, preventing the airplane from accelerating sufficiently for flight.
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
- Runway excursion during takeoff (rejected takeoff) defining event
- Miscellaneous/other during takeoff
The NTSB's findings
- Aircraft › Aircraft systems › Flight control system › TE flap control system › Not used/operated
- Personnel issues › Task performance › Use of equip/info › Use of checklist › Pilot
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 164 hours in all; 55 in this make and model; 6 in the last 90 days; 2 in the last 30 days; 89 as pilot in command; 0 on instruments
- Last flight review: September 14, 2024
- Medical certificate: BasicMed (waiver time limited special)
- Seat: left
- Injury: minor injuries
Passenger
- Seat: rgt
- Injury: minor injuries
The aircraft
- Airframe total time: 6,598.1 hours
- Last inspection: annual inspection, June 21, 2025; 72 hours since
- Maximum gross weight: 2,950 lb
- Seats: 4
- Landing gear: fixed
- Engine: Continental Aerospace Technolo O-470-S1B (piston); 613 hours total
The flight
- Destination: HFD Hartford CT
- Flight plan: none
- Runway 06, 2,700 ft by 50 ft
Weather at the time
- Light: daylight
- Wind: from 090° at 9 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 72°F (22°C), dew point 39°F (4°C)
- Altimeter: 30.22 inHg
- Observation at 2:53 pm from MVY, 5 miles away
Weather report (METAR): METAR KMVY 191853Z 09009KT 10SM CLR 22/04 A3022 RMK AO2 SLP234 T02170044=
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 1 |
Photographs from the investigation 3 pictures from the NTSB's docket, as the NTSB released them
Photograph 1 – Airplane at accident site
Photograph 3 – Damage to the left wing
Photograph 4 – Damage to the left wingThe NTSB's photographs with the NTSB's captions, at screen size. Open a picture to see it full size or to report one that should not be shown.
Documents from the investigation the NTSB's docket: the evidence folder behind the report
4 documents, released by the NTSB on December 4, 2025. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
| # | Document | What it is | |
|---|---|---|---|
| 1 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 | PDF, 10 pages | View Download |
| 2 | Pilot Statement | PDF, 6 pages | View Download |
| 3 | Mor - Pilot Email | PDF, 2 pages | View Download |
| 4 | Investigation Photographs | PDF, 5 pages · our copy | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
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.