Cessna U206F accident near Piney Point, Maryland, May 24, 1985
On May 24, 1985 at about 11:40 am local time, a Cessna U206F, registered N1803Q, was substantially damaged in an accident near Piney Point, Maryland (Patuxent River Nas airport). It was a business 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 NTSB has not yet published a probable cause for this accident. Investigations usually take one to two years; this page updates when the final report is released.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 24, 1985 · about 11:40 am local time
- Place
- Piney Point, Maryland · Patuxent River Nas · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna U206F · all U206Fs on the register
- Registration
- N1803Q · no longer on the register · serial U20602927
- Damage
- Substantial damage
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
WHILE DESCENDING IN IFR CONDITIONS NEAR THE DESTINATION, THE ENG LOST POWER AT AN ALT OF ABOUT 3800 TO 4000 FT. THE PLT REQUESTED VECTORS TOWARD LAND & THE NEAREST ARPT; HOWEVER, WHEN IT BROKE OUT OF THE CLOUDS AT ABOUT 1000 FT AGL, THE ACFT WAS STILL OVER WATER. UNABLE TO REACH LAND, THE PLT DITCHED THE ACFT IN THE MOUTH OF THE POTOMAC RIVER ABOUT 3/4 MI FROM SHORE. AN EXAM OF THE ENG, REVEALED HOLES IN EACH SIDE OF THE TOP PORTION OF THE CRANKCASE BETWEEN THE #1 & #2 CYLINDERS. A TEAR DOWN OF THE ENG REVEALED THE #2 CONNECTING ROD HAD FAILED. THERE WAS EVIDENCE OF A LACK OF LUBRICATION. THE CONNECTING ROD BEARINGS HAD EVIDENCE OF EXTREME WEAR & HEAT, & THE RESPECTIVE CRANKSHAFT JOURNALS SHOWED SIGNS OF HEAT & WEAR. ALSO, THE OIL PUMP CAVITY & WALLS WERE SCRATCHED & GALLED.
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: airline transport pilot, flight instructor, flight engineer
- Ratings: multi-engine land; single-engine land; single-engine sea; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane; rotorcraft: glider
- Flight time: 4,678 hours in all; 251 in this make and model; 56 in the last 90 days; 16 in the last 30 days; 3,843 as pilot in command; 1,339 on instruments
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 2,015 hours
- Last inspection: annual inspection, October 17, 1984; 27 hours since
- Maximum gross weight: 3,600 lb
- Seats: 6
- Landing gear: fixed
- Engine: Continental IO-520-F (piston); 0 hours total
The flight
- Departed from: SGH Springfield OH at 8:32 am
- Destination: NUI Patuxent River MD
- Flight plan: IFR
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 045° at 12 knots, gusting 20
- Visibility: 5 statute miles
- Sky: broken clouds at 1,000 ft; not recorded at 1,000 ft
- Temperature: 0°F (-18°C), dew point 0°F (-18°C)
- Altimeter: 29.00 inHg
- Observation at 11:29 am from PXT, 11 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.
Other NTSB records under N1803Q the same tail number, which may have belonged to a different aircraft at the time
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.