Cessna 182S accident near Brownville Jct, Maine, October 12, 2002
On October 12, 2002, a Cessna 182S, registered N100TY, was destroyed in an accident near Brownville Jct, Maine. It was a personal flight under general aviation rules (Part 91). 1 person was killed. The weather was visual conditions (good weather).
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The NTSB's probable cause their words, unchanged
The pilot's failure to maintain sufficient altitude while flying in mountainous terrain at night. A factor was the night lighting conditions.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 12, 2002
- Place
- Brownville Jct, Maine · map
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 182S · all 182Ss on the register
- Registration
- N100TY · registry record · serial 18280835
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot departed on a cross country flight at night, into an area of mountainous terrain. Prior to departure, the pilot's student, who remained behind, expressed his concern about the marginal weather conditions, and told the pilot to watch out for a 5,268-foot mountain located along the route of flight. The student pilot was also concerned because he knew the pilot liked to fly at lower altitudes, between 2,000 and 3,000 feet. Approximately 40 minutes after departure, the airplane collided with a 2,630-foot mountain at the 2,575-foot level. Weather, reported at an airport about 20 nautical miles to the northeast of the accident site, included a scattered cloud layer at 3,200 feet and an overcast cloud layer at 4,300 feet.
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: airline transport pilot, commercial pilot
- Ratings: multi-engine land; single-engine land; single-engine sea; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane; rotorcraft: helicopter
- Flight time: 3,288 hours in all
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
- Injury: fatal
The aircraft
- Airframe total time: 362.2 hours
- Last inspection: annual inspection, October 11, 2002
- Maximum gross weight: 3,100 lb
- Seats: 4
- Landing gear: fixed
- Engine: Textron Lycoming IO-540 (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: CAR Caribou ME
- Destination: OWK Norridgewock ME
- Flight plan: none
Weather at the time
- Light: night
- Wind: at 0 knots
- Visibility: 10 statute miles
- Sky: overcast at 4,300 ft; scat at 3,200 ft
- Temperature: 54°F (12°C), dew point 46°F (8°C)
- Altimeter: 30.48 inHg
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.
About this page
Everything above comes from the NTSB's public accident database: the narrative, probable cause and findings are the NTSB's own words, and the coded tables behind its report (pilot, aircraft, flight, weather, injuries, sequence of events) are written out in plain English. Pilots' ages, home towns and medical details are left out on purpose. The documents and photographs are the NTSB's docket, the folder of records gathered during the investigation, shown as the NTSB released them (the NTSB redacts some personal details first) and listed under the NTSB's own titles. This site's own text never names pilots, passengers or anyone else involved. A preliminary report describes what is known soon after the event and can change; the final report, with the probable cause, usually follows one to two years later and this page is refreshed when it does. Case number IAD03FA004.