Cessna 182P accident near Cahokia, Illinois, September 7, 1996
On September 7, 1996 at about 2:45 pm local time, a Cessna 182P, registered N6590M, was substantially damaged in an accident near Cahokia, Illinois (St Louis Downtown - Park 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 misjudged his planned approach during the precautionary landing and the failed to obtain a proper touchdown point. Factors relating to the accident were: the loose oil filler cap, the uneven terrain on which the landing was made, the runway lights which were contacted, and the pilot's anxiety concerning the loss of oil and its effect on possible engine problems.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 7, 1996 · about 2:45 pm local time
- Place
- Cahokia, Illinois · St Louis Downtown - Park · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 182P · all 182Ps on the register
- Registration
- N6590M · registry record · serial 18263768
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
Shortly after takeoff on runway 30L the pilot noted oil on the windshield. He contacted ATC and was cleared to land on any runway. The pilot chose runway 04 as he was 'anxious' to land the airplane. The airplane touched down off the left side of the runway, bounced up onto the runway and off the right side. It bounced again contacting runway lights on the right side of the runway. The airplane slowed as it traveled into the grass off the right side of the runway. The pilot regained control of the airplane and taxied back to the runway, then onto the taxiway. Postaccident inspection revealed the clip, which connected the oil filler cap to the chain, was binding. This could have given the false sensation that the filler cap was secured when in fact it may not have been. The oil filter and oil had been changed just prior to this flight. The pilot stated he checked the oil during the preflight after which he secured the cap.
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: private
- Ratings: single-engine land
- Flight time: 1,385 hours in all; 570 in this make and model; 5 in the last 90 days; 5 in the last 30 days; 1,332 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 2,479 hours
- Last inspection: annual inspection, September 5, 1996; 0 hours since
- Maximum gross weight: 2,900 lb
- Seats: 4
- Landing gear: fixed
- Engine: Continental TSIO-520-R (piston); 0 hours total
The flight
- Departed from: CPS at 2:45 pm
- Destination: 02C Brookfield WI
- Flight plan: none
- Runway 4, 2,799 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: from 240° at 6 knots
- Visibility: 2 statute miles
- Sky: scat at 25,000 ft
- Temperature: 72°F (22°C), dew point 0°F (-18°C)
- Altimeter: 29.00 inHg
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.
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.