On March 31, 1999, at 0921 Eastern Standard Time, a Cessna 182K, N3035Q, was destroyed during takeoff from Rose Field (2NK3), Orient, New York. The certificated private pilot was uninjured, and the three passengers received minor injuries. Visual meteorological conditions prevailed at the time of the accident. No flight plan was filed for the flight between Orient, and Dean Memorial Airport (5B9), Haverhill, New Hampshire. The personal flight was conducted under 14 CFR Part 91. The pilot wrote that he set 15 to 20 degrees flaps, and that during the takeoff, he "crabbed" the airplane to the right, into the wind. The airplane rotated at 65 miles per hour, "crabbed more into the wind, climbed to 100 feet, and started to sink." The pilot lowered the airplane's nose to gain airspeed. The airplane then veered to the left, struck the top of a tree, and flipped over. According to a Federal Aviation Administration (FAA) Inspector, one of the passengers stated that after takeoff, and about 25 feet of altitude, the airplane went into a "steeper than usual" left bank. The passenger was about to comment about the abruptness and steepness of the bank, when the airplane "lost altitude and crashed." The pilot stated to the Inspector that the airplane was operating properly. He also stated that he had flown out of the same airfield many times under the same conditions, even at night, despite the lack of airport runway lighting. The airplane took off from Runway 17, a turf runway about 1,100 feet in length. Winds at an airport 22 nautical miles to the southwest, 7 minutes before the accident, were from 240 degrees magnetic at 9 knots, gusting to 19 knots. The pilot stated that he checked the weather at that airport prior to the flight. He also stated that the wind shifted from southwest to northwest after the airplane started to climb. According to information provided by the airplane manufacturer, the regulation under which the airplane was certificated required a minimum crosswind component of 0.20 times the landing configuration stall speed. For the 182K, that speed was 11 miles per hour. That speed was not an operational limitation, only the minimum component demonstrated. There was no wind component diagram for the 182K, but one was provided for the closest available model, the T182. From that diagram, a 70-degree angle between wind direction and the runway, at 19 knots, resulted in a crosswind component of 18 knots. According to the Cessna 182K Owner's Manual: "Take-offs into strong crosswinds normally are performed with the minimum flap setting necessary for field length, to minimize the drift angle immediately after take-off. The airplane is accelerated to a speed slightly higher than normal, then pulled off abruptly to prevent possible settling back to the runway while drifting. When clear of the ground, make a coordinated turn into the wind to correct for drift."