Cessna 182Q accident near Stockholm, New Jersey, June 19, 2005
On June 19, 2005 at about 11:35 am local time, a Cessna 182Q, registered N21005, was destroyed in an accident near Stockholm, New Jersey (Sussex 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 to maintain aircraft control while maneuvering, which resulted in an uncontrolled descent and impact with the ground. Factors in this accident were clouds, and the pilot's spatial disorientation.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 19, 2005 · about 11:35 am local time
- Place
- Stockholm, New Jersey · Sussex · map
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Cessna 182Q · all 182Qs on the register
- Registration
- N21005 · registry record · serial 18261350
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The instrument rated private pilot was on a cross-country flight in instrument meteorological conditions. Shortly after takeoff, he reported to air traffic control that he was at his assigned altitude of 3,000 feet. This was the last known communication from the pilot. Radar data depicted the airplane flying in a southeasterly direction after takeoff, and climbing to about 3,000 feet. During a time span of about 3 minutes, the airplane made non-ATC directed turns from the southeast, to the south, and to the northeast, before it disappeared from radar. The wreckage was located at an elevation of approximately 1,300 feet, about 6 miles southeast of the departure airport. The crash site was in a forest with large trees. The lack of a horizontal crash path through the trees, and the impact damage the airplane received, were indicative of a vertical, or near vertical impact with trees and terrain. Examination of the airplane disclosed no evidence of any preimpact mechanical anomaly. A weather observation taken about the time of the accident at the departure airport included an overcast ceiling at 1,600 feet, and an identical temperature and dew point of 53 degrees F.
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, recreational
- Ratings: single-engine land; instrument: airplane
- Flight time: 415 hours in all; 305 in this make and model; 13 in the last 90 days; 8 in the last 30 days; 302 as pilot in command
- Last flight review: April 1, 2005
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: fatal
The aircraft
- Airframe total time: 2,603 hours
- Last inspection: annual inspection, December 1, 2004
- Maximum gross weight: 2,950 lb
- Seats: 4
- Landing gear: fixed
- Engine: Teledyne Continental O-470-R (piston); 0 hours total
The flight
- Departed from: FWN Sussex NJ at 11:30 am
- Destination: BDR Bridgeport CT
- Flight plan: IFR
Weather at the time
- Light: daylight
- Wind: from 040° at 7 knots
- Visibility: 10 statute miles
- Sky: overcast at 1,600 ft
- Temperature: 59°F (15°C), dew point 54°F (12°C)
- Altimeter: 30.17 inHg
- Observation at 11:53 am from FWN, 6 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.