Cessna 414 accident near Maryville, Missouri, August 26, 2025
On August 26, 2025 at about 10:35 pm local time, a 1973 Cessna 414, registered N1668T, was substantially damaged in an accident during landing (landing roll) near Maryville, Missouri (Northwest Missouri Regional airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The left landing gear collapsed on landing rollout due to a fractured retract bellcrank on the left landing gear lower fork assembly.
Source: NTSB aviation accident database, copy made November 2, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 26, 2025 · about 10:35 pm local time · cases in 2025
- Place
- Maryville, Missouri · Northwest Missouri Regional · cases near this airport · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 414, built 1973 · all 414s on the register
- Registration
- N1668T · registry record · serial 414-0461
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot stated that during landing rollout, he felt the airplane wobble. When he applied the brakes, the left main landing gear collapsed. The airplane veered left off the runway and went down a grassy embankment where it came to rest. The airplane sustained substantial damage to the left aileron and a left outboard wing spar. A postaccident examination of the airplane revealed that the retract bellcrank on the left landing gear lower fork assembly fractured. The pilot reported that the landing gear was serviced during an annual inspection and the accident flight was the third flight after the landing gear was serviced.
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
- Runway excursion during landing (landing roll)
- Landing gear collapse during landing (landing roll) defining event
The NTSB's findings
- Aircraft › Aircraft systems › Landing gear system › Main landing gear › Failure other cases naming the landing gear
Pilot
- Certificate: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instrument: airplane
- Flight time: 1,067 hours in all; 291 in this make and model; 11 in the last 90 days; 7 in the last 30 days; 985 as pilot in command; 16 on instruments
- Last flight review: August 12, 2025
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 4,718 hours
- Last inspection: annual inspection, August 25, 2025; 3 hours since
- Maximum gross weight: 6,765 lb
- Seats: 7
- Landing gear: retractable
- Engine 1: Continental IO520 (piston); 1,075 hours total
- Engine 2: Continental IO520 (piston); 1,037 hours total
The flight
- Flight plan: none
- Runway 32, 4,600 ft by 75 ft
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: overcast at 8,000 ft; scat at 4,800 ft
- Temperature: 77°F (25°C), dew point 55°F (13°C)
- Altimeter: 30.24 inHg
- Observation at 5:15 pm from KEVU
Weather report (METAR): KEVU 262215Z AUTO 00000KT 10SM SCT048 OVC080 25/13 A3024
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 1 |
Photographs from the investigation 4 pictures from the NTSB's docket, as the NTSB released them
Photograph 1 – Accident airplane
Photograph 2 – Abraded aileron
Photograph 3 – Damaged left outboard spar
Photograph 4 - Fractured retract bell crank lower fork assemblyThe 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
4 documents, released by the NTSB on March 5, 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, 19 pages | View Download |
| 2 | Maintenance Records | PDF, 1 page | View Download |
| 3 | Mor-damage Assessment | PDF, 1 page | View Download |
| 4 | Photos | PDF, 5 pages · our copy | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
Connections how this case links to the rest of the register
- N1668T on the register today · the tail number may have moved to another aircraft since
- Cessna 414 Chancellor 606 registered today · the model family and its accident history
- Cessna 72,684 aircraft on the register
- Engine: Continental IO520 9,485 aircraft carry this series today · as the NTSB recorded it
- Engine: Continental IO520 9,485 aircraft carry this series today · as the NTSB recorded it
- Northwest Missouri Regional · nearest airport
- Accidents and incidents in Missouri 1,640 since 1982 · 219 in the last ten years
- Missouri 5,813 aircraft registered
The whole map of how records connect · these connections as data: /graph/accident/CEN25LA407.json.
The bigger picture in Aviation Analytics: accidents over time since 1982, by model, by phase of flight and conditions, by place and on the map.
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 does not name anyone involved, its policy at this time. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.