Cessna 182R accident near Killingworth, Connecticut, October 4, 1999
On October 4, 1999 at about 9:50 pm local time, a Cessna 182R, registered N121BG, was destroyed in an accident near Killingworth, Connecticut (Chester Airport). It was a personal flight under general aviation rules (Part 91). 1 person was killed. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
The pilot's failure follow the published instrument approach procedure. A factor in the accident was the low cloud ceiling.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 4, 1999 · about 9:50 pm local time
- Place
- Killingworth, Connecticut · Chester Airport
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Cessna 182R · all 182Rs on the register
- Registration
- N121BG · no longer on the register · serial 18267740
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
While executing a non-precision approach, the airplane impacted a tower located about 2.6 miles northwest of the airport. A witness, who recorded the condition of the tower lighting daily, stated that the illumination of the top light on the tower, on the day of the accident, could not be determined due to fog. Examination of the wreckage revealed that the airplanes heading indicator bug was found selected to 075 degrees. The number one navigational OMNI head OBS was selected to 055 degrees. The approach procedure flight track, as depicted on the approach chart, was 076 degrees. A plot was drawn from the IAF to the tower. The distance from the VOR to the tower was about 8.6 statute miles, on a course of about 050 degrees true.
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: commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 751 hours in all; 226 as pilot in command; 298 on instruments
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,097 hours
- Last inspection: annual inspection, August 5, 1999; 32 hours since
- Maximum gross weight: 3,110 lb
- Seats: 4
- Landing gear: fixed
- Engine: Continental IO-470 (piston); 0 hours total
The flight
- Departed from: BDR Bridgeport CT at 9:21 pm
- Destination: 3B9 Chester CT
- Flight plan: IFR
- Runway 35, 2,566 ft by 50 ft
Weather at the time
- Light: daylight
- Wind: from 010° at 10 knots
- Visibility: 7 statute miles
- Sky: broken clouds at 700 ft; not recorded
- Temperature: 48°F (9°C), dew point 0°F (-18°C)
- Altimeter: 30.00 inHg
- Observation at 9:45 pm from HVN, 17 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.