Cessna 182P accident near Brewer, Maine, July 24, 1996
On July 24, 1996 at about 2:44 pm local time, a Cessna 182P, registered N9920E, was destroyed in an accident near Brewer, Maine (Bangor International airport). It was a personal flight under general aviation rules (Part 91). 2 people were killed. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
failure of the pilot to maintain control of the airplane, during a missed approach, after diverting to an alternate destination, while on his first solo flight in instrument meteorological conditions (IMC).
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 24, 1996 · about 2:44 pm local time
- Place
- Brewer, Maine · Bangor International
- Type
- Accident
- Injuries
- 2 people were killed.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Cessna 182P · all 182Ps on the register
- Registration
- N9920E · no longer on the register · serial 18263980
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot performed a missed approach at his destination and flew to an alternate airport. During two ILS approaches at his alternate, the airplane did not descend to minimums, which resulted in two missed approaches. After initiating the second missed approach, the airplane collided with terrain in an uncontrolled descent. Examination of the accident site revealed evidence that the airplane had crashed in a steep descent. No preimpact failure of the airframe, engine, or instruments was found; however, the airplane was extensively damaged during impact. The investigation revealed that the pilot received 64 hours of dual instruction over a 6 month period in 1994, before his first solo flight. He acquired a total of 103 hours of dual flight instruction and 32 hours of solo flight over 14 months before he obtained his private pilot certificate. The pilot obtained instrument training over another 10 month period, and obtained his instrument rating in Florida on July 17, and departed for Maine on July 18. This was the pilot's first solo flight in actual instrument conditions. Before the accident flight, the pilot's actual weather experience totaled 6/10 of an hour, which was acquired during 3 separate flights with a certified flight instructor.
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: 302 hours in all; 65 in this make and model; 38 in the last 90 days; 30 in the last 30 days; 130 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: unk
The aircraft
- Airframe total time: 2,619 hours
- Last inspection: annual inspection, February 23, 1996; 97 hours since
- Maximum gross weight: 2,950 lb
- Seats: 4
- Landing gear: fixed
- Engine: Continental O-470-S (piston); 0 hours total
The flight
- Departed from: MVY Martha'S Vinyrd MA at 12:30 pm
- Destination: RKD Rockland ME
- Flight plan: IFR
- Runway 33, 11,439 ft by 300 ft
Weather at the time
- Light: daylight
- Wind: from 130° at 9 knots
- Visibility: 8 statute miles
- Sky: overcast at 700 ft; not recorded
- Temperature: 64°F (18°C), dew point 61°F (16°C)
- Altimeter: 30.00 inHg
- Observation at 2:45 pm from BGR, 6 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.