Cessna U206G accident near Grain Valley, Missouri, March 21, 1998
On March 21, 1998 at about 11:52 pm local time, a Cessna U206G, registered N506SD, was destroyed in an accident near Grain Valley, Missouri (Grain Valley Airport). It was a skydiving flight under general aviation rules (Part 91). 6 people were killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
Pilot's inadequate preflight, the partial loss of oil and the resulting rod failure. A factor was the pilot's failure to maintain flying speed.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 21, 1998 · about 11:52 pm local time
- Place
- Grain Valley, Missouri · Grain Valley Airport · map
- Type
- Accident
- Injuries
- 6 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna U206G · all U206Gs on the register
- Registration
- N506SD · registry record · serial U20604830
- Damage
- Destroyed
- Flight
- Skydiving flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The parachute jump flight's airplane was at 3,700 feet MSL when the pilot cancelled the operation with the FAA approach controller without explanation. Witnesses observed the airplane trailing white and black smoke. One witness said he saw the airplane trailing black smoke with its engine making a banging sound. Three witnesses at the accident airport said the airplane had smoke and flames coming from the airplane's cowl and along the windshield as it approached the airport. They said the airplane banked right at a low altitude with its right wingtip striking the ground. The airplane caught fire during the collision sequence. The on-scene investigation revealed the engine, left side of the fuselage, bottom of left wing and its strut and the horizontal stabilizer and elevator were covered with oil film. The engine's oil filler tube was missing. The three filler tube mounting screws were not found at the accident site. Two of the 3 filler tube screw mounting holes had 2 of the screw threads next to the engine case's exterior surface pulled upward. The third screw hole threads were not pulled. The number 6 cylinder valve rocker arm cover had 5 of its 6 screws missing. The remaining screw was loose. The number 6 cylinder's bottom spark plug lead nut was disconnected. Its threads were not pulled. Examination of the engine revealed about 70 percent of the oil screen was covered by silver and bronze colored metallic debris. Holes were observed on the engine's left crankcase section near cylinders number 2 and 6. The engine's internal components suffered damage typical of oil loss and heat distress. The fracture face features on the engine's fractured left crankcase section were typical of overstress.
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: commercial pilot
- Ratings: multi-engine land; single-engine land
- Flight time: 6,550 hours in all
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Last inspection: annual inspection, November 5, 1997
- Maximum gross weight: 3,500 lb
- Seats: 6
- Landing gear: fixed
- Engine: Continental IO-520-D (piston); 0 hours total
The flight
- Departed from: 3IP Independence MO
- Destination: 3GV
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 340° at 3 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 52°F (11°C), dew point 28°F (-2°C)
- Altimeter: 29.00 inHg
- Observation at 10:54 pm from MKC, 23 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 5 |
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.