Cessna 182Q accident near Dixon, Kentucky, March 24, 2001
On March 24, 2001 at about 8:40 pm local time, a Cessna 182Q, registered N4752N, was destroyed in an accident near Dixon, Kentucky (Evansville Regional airport). It was a personal 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 failure to maintain adequate clearance while maneuvering, which resulted in an in-flight collision with trees.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 24, 2001 · about 8:40 pm local time
- Place
- Dixon, Kentucky · Evansville Regional · map
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 182Q · all 182Qs on the register
- Registration
- N4752N · no longer on the register · serial 18267339
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The accident site was located on the pilot's brother-in-law's property. The brother-in-law stated, "I was in the house and heard the plane buzz the house. It sounded very low at the time. The plane didn't get outside hearing distance as I could hear it banking. Shortly, [thereafter] I heard it hit the ground. Looking out, it was totally engulfed in flames. Power was 'ON' at impact. I did not hear the engine under stress or missing." The airplane came to rest upright in a field approximately 495 feet west of two trees that were about 75 feet tall and located on a hill. Several freshly broken branches were observed near the top of the tree to the north. Additionally, the airplane's left wing tip, strobe light and strobe light power supply were observed on the ground near the tree, along with several broken branches of varied thickness. Examination of the wreckage did not reveal any pre-impact malfunctions. The pilot reported 600 hours of total flight experience on his most recent FAA second class medical certificate, which was issued about 6 weeks prior to the accident. Additionally, at that time he reported he had flown 90 hours in the previous 6 months. Winds reported at an airport about 22 miles north of the accident site were from 340 degrees at 12 knots, with 16 knot gusts.
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; instrument: airplane
- Flight time: 600 hours in all; 90 in the last 90 days
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: fatal
The aircraft
- Airframe total time: 5,656 hours
- Last inspection: annual inspection, October 16, 2000; 70 hours since
- Maximum gross weight: 2,800 lb
- Seats: 4
- Landing gear: fixed
- Engine: Continental IO-470F (piston); 0 hours total
- Fire on the ground
- Operator: Tri-State Aero, Inc.
The flight
- Departed from: EVV Evansville IN at 7:55 pm
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 340° at 12 knots, gusting 16
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 45°F (7°C), dew point 18°F (-8°C)
- Altimeter: 30.21 inHg
- Observation at 8:55 pm from EHR, 20 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.