Cessna 182P accident near Red Hook, New York, May 16, 1997
On May 16, 1997 at about 2:30 pm local time, a Cessna 182P, registered N7322S, was substantially damaged in an accident near Red Hook, New York (Skypark Airport). It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's improper compensation for the wind conditions and his failure to initiate a go-around.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 16, 1997 · about 2:30 pm local time
- Place
- Red Hook, New York · Skypark Airport · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 182P · all 182Ps on the register
- Registration
- N7322S · registry record · serial 18265114
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane overran the runway and collided with trees during landing. The pilot reported that while landing he encountered strong, gusty winds. The pilot estimated the winds were from 270 to 290 degrees at a velocity of 15 knots. He stated that just prior to touchdown, the airplane encountered a gust '..from 290 that made the plane balloon.' According to the pilot, when the airplane settled to the runway the brakes locked, causing the plane to swerve onto the grass. He stated, 'I was able to steer it back to the runway but couldn't stop it before it went over the end of the runway and down the bank.' The airplane continued down the embankment and collided with trees. When asked how the accident could have been prevented, the pilot reported that 'the accident was a result of a failure to initiate a go-around procedure. The failure should have been avoided by having present in my mind pre-set parameters (maximum acceptable touchdown point) which should lead to an automatic decision to go around, avoiding the temptation to try to 'save' the landing simply because the wheels are on the ground. Training to this effect should be emphasized.'
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: single-engine land; instrument: airplane
- Flight time: 973 hours in all; 57 in this make and model; 21 in the last 90 days; 775 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,217 hours
- Last inspection: annual inspection, September 13, 1996; 157 hours since
- Maximum gross weight: 2,950 lb
- Seats: 4
- Landing gear: fixed
- Engine: Continental O-470 (piston); 0 hours total
The flight
- Departed from: 46N at 2:18 pm
- Flight plan: none
- Runway 19, 2,664 ft by 30 ft
Weather at the time
- Light: daylight
- Wind: from 270° at 15 knots, gusting 25
- Visibility: 20 statute miles
- Sky: broken clouds at 5,000 ft; not recorded
- Temperature: 52°F (11°C), dew point 37°F (3°C)
- Altimeter: 29.00 inHg
- Observation at 2:45 pm from POU, 19 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.