Amateur-built RV-6 accident near Cambridge, Minnesota, September 25, 2025
On September 25, 2025 at about 8:30 pm local time, a 2018 amateur-built RV-6, registered N851FH, was substantially damaged in an accident during approach (VFR pattern final) near Cambridge, Minnesota (Cambridge Muni airport). It was a personal 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
The pilot’s continued operation of the faulty fuel selector valve which resulted in a loss of engine power due to fuel starvation. Contributing to the accident was the degraded operation of the fuel selector valve and the pilot’s poor decision to operate the airplane without first addressing the maintenance issue.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 25, 2025 · about 8:30 pm local time
- Place
- Cambridge, Minnesota · Cambridge Muni · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built RV-6, built 2018
- Registration
- N851FH · registry record · serial 25086
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that he and a group of other pilots had recently purchased the airplane. He noted that the airplane’s fuel selector was difficult to turn. A new selector valve was planned for installation but had not yet been installed. During the accident flight, when he was nearing his destination, the pilot switched to the fullest fuel tank. When the airplane was on final approach the engine lost all power, and the pilot executed a forced landing short of the intended runway. The airplane nosed over during the forced landing and sustained substantial damage to the right wing and vertical stabilizer. After the accident, when the pilot was securing the airplane, he recognized that the selector valve was not fully open, and this had led to the loss of engine power due to fuel starvation. The pilot noted in his accident report narrative that the valve was difficult to rotate and also difficult to determine if it was in a detent position, and that he should have grounded the airplane until the replacement selector valve was installed. No service documentation for the fuel selector valve was found during the investigation. Ensuring operation of the valve should be part of the condition inspection for the airplane.
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
- Fuel starvation during approach (VFR pattern final) defining event
The NTSB's findings
- Aircraft › Aircraft systems › Fuel system › Fuel selector/shutoff valve › Incorrect use/operation
- Personnel issues › Task performance › Use of equip/info › Use of equip/system › Pilot
- Aircraft › Aircraft systems › Fuel system › Fuel selector/shutoff valve › Damaged/degraded
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 2,400 hours in all; 10 in this make and model; 23 in the last 90 days; 12 in the last 30 days; 2,400 as pilot in command
- Last flight review: September 19, 2023
- Medical certificate: BasicMed (without waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 350 hours
- Last inspection: condition inspection, May 15, 2025; 20 hours since
- Maximum gross weight: 1,650 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-320-E3D (piston); 3,900 hours total
The flight
- Departed from: ANE Blaine MN at 8:00 pm
- Flight plan: none
- Runway 16/3, 4,001 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: from 220° at 9 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 81°F (27°C), dew point 59°F (15°C)
- Altimeter: 29.88 inHg
- Observation at 3:35 pm from KCBG, 2 miles away
Weather report (METAR): METAR KCBG 252035Z AUTO 22009KT 10SM CLR 27/15 A2988 RMK AO2 T02690149=
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 |
Photographs from the investigation 4 pictures from the NTSB's docket, as the NTSB released them
Photograph 1 – Airplane at accident site
Photograph 2 – Side view of airplane at accident site
Photograph 3 – Front view of airplane at accident site
Photograph 4 – Fuel selector valve after removal from aircraftThe NTSB's photographs with the NTSB's captions, at screen size. Open a picture to see it full size or to report one that should not be shown.
Documents from the investigation the NTSB's docket: the evidence folder behind the report
6 documents, released by the NTSB on February 12, 2026. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
| # | Document | What it is | |
|---|---|---|---|
| 1 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 | PDF, 10 pages | View Download |
| 2 | Accident Photographs | PDF, 5 pages · our copy | View Download |
| 3 | Record of Conversation with FAA Inspector | PDF, 1 page | View Download |
| 4 | E-mail Correspondence with Pilot | PDF, 3 pages | View Download |
| 5 | Piper Cherokee Service Manual - Fuel Valve Diagram | PDF, 1 page | View Download |
| 6 | Maintenance Record Excerpts | PDF, 2 pages | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
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.