Cessna 182G accident near Athol, Massachusetts, October 21, 2003
On October 21, 2003 at about 8:23 pm local time, a Cessna 182G, registered N3419S, was substantially damaged in an accident near Athol, Massachusetts. It was a personal flight under general aviation rules (Part 91). 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The loss of power due to disengagement of the magneto idler gear. Also causal was the improper reinstallation of the magneto during the annual inspection.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 21, 2003 · about 8:23 pm local time
- Place
- Athol, Massachusetts · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 182G · all 182Gs on the register
- Registration
- N3419S · no longer on the register · serial 18255819
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot had no memory of the accident flight, but recalled that his intention was to practice instrument procedures in visual meteorological conditions. A witness observed the airplane on a "modified right base" to the airport, and shortly after heard the airplane's impact with a lake. Examination of the engine revealed the magneto idler gear support pin and gasket were dislodged from the two attachment studs. The lock washers and both nuts for the attachment studs were not located, and the threads on the studs were unremarkable. Upon removal of the right magneto, the idler gear was observed disengaged from the magneto drive gears. No additional mechanical anomalies were observed with the engine. The last annual inspection was performed about 77 hours prior to the accident. The entry for the annual inspection in the engine logbook included that both magnetos had been removed during the inspection, and were "..reinstalled...and timed to specs."
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: private
- Ratings: single-engine land; instrument: airplane
- Flight time: 849 hours in all; 127 in this make and model; 20 in the last 90 days; 2 in the last 30 days; 777 as pilot in command
- Last flight review: April 26, 2002
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: serious injuries
The aircraft
- Airframe total time: 3,133 hours
- Last inspection: annual inspection, December 19, 2002; 77 hours since
- Maximum gross weight: 2,800 lb
- Seats: 4
- Landing gear: fixed
- Engine: Continental O-470 (piston); 0 hours total
The flight
- Departed from: 0B5 Turners Falls MA at 8:15 pm
- Destination: ORE Orange MA
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 250° at 11 knots, gusting 17
- Visibility: 10 statute miles
- Sky: broken clouds at 5,500 ft
- Temperature: 66°F (19°C), dew point 48°F (9°C)
- Altimeter: 29.37 inHg
- Observation at 8:36 pm from ORE, 1 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.