Cessna 182G accident near Mount Vernon, Missouri, March 18, 2010
On March 18, 2010 at about 11:20 pm local time, a Cessna 182G, registered N2381R, was substantially damaged in an accident during maneuvering near Mount Vernon, Missouri. It was a skydiving flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
A loss of engine power due to the failure of the number four connecting rod for undetermined reasons.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 18, 2010 · about 11:20 pm local time
- Place
- Mount Vernon, Missouri · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 182G · all 182Gs on the register
- Registration
- N2381R · no longer on the register · serial 18255481
- Damage
- Substantial damage
- Flight
- Skydiving flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During flight at 10,000 feet above ground level, the engine began to vibrate and run rough. Shortly thereafter, a loud bang occurred and oil was present on the windscreen. The pilot attempted a forced landing, and during the forced landing, the airplane landed short of the runway and impacted a ditch. Examination of the engine revealed the number four connecting rod had failed for undetermined reasons. The pilot had not completed a flight review within the preceding 24 calendar months.
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
What happened, in order
- Loss of engine power (total) during maneuvering defining event
- Collision with terrain or object (not controlled flight into terrain) during emergency descent
The NTSB's findings
- cause Aircraft › Aircraft power plant › Engine (reciprocating) › Recip engine power section › Failure
- cause Not determined › Not determined › (general) › (general) › Unknown/Not determined
- Personnel issues › Experience/knowledge › Experience/qualifications › Qualification/certification › Pilot
Pilot
- Certificate: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 1,500 hours in all; 5 in this make and model; 100 in the last 90 days; 30 in the last 30 days; 1,450 as pilot in command; 1,300 on instruments
- Last flight review: October 11, 2007
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 8,672.8 hours
- Last inspection: 100-hour inspection, August 28, 2009; 97 hours since
- Maximum gross weight: 2,950 lb
- Seats: 4
- Landing gear: fixed
- Engine: Cont Motor O-470 SERIES (piston); 0 hours total
The flight
- Departed from: 2MO Mount Vernon MO at 11:10 pm
- Destination: 2MO Mount Vernon MO
- Flight plan: none
Weather at the time
- Light: dusk
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 59°F (15°C), dew point 41°F (5°C)
- Altimeter: 29.96 inHg
- Observation at 11:35 pm from HFS, 11 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight 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.