Cessna 182 accident near Independence, Missouri, May 20, 1998
On May 20, 1998 at about 1:30 am local time, a Cessna 182, registered N507SD, was substantially damaged in an accident near Independence, Missouri (Independence Memorial airport). It was a business 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 separation of the induction system balance tube coupling from the intake manifold tube assembly. A related factor was the soft field.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 20, 1998 · about 1:30 am local time
- Place
- Independence, Missouri · Independence Memorial · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 182 · all 182s on the register
- Registration
- N507SD · registry record · serial 34950
- Damage
- Substantial damage
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that as the airplane was descending through 4,000 feet msl it started loosing power. She leveled off, pulled carburetor heat on, and switched fuel tanks. She reported that, 'Upon restart the engine backfired and quit.' She reported that she trimmed the airplane for best glide (80 mph) and flew directly for the airport 2.5 miles away. At .5 miles from the airport she realized she would not make the runway so she decided to land short. She set 10 degrees of flaps and landed in a field. The airplane hit a wooden fence post during landing roll in the muddy field and nosed over. An examination of the engine found the induction system balance tube separated from the intake manifold tube assembly. The induction system balance tube coupling did not line up with the intake manifold. The engine was test run. During the first test run, the induction system balance tube coupling was left disconnected. The engine started but would only run when the throttle was continuously pumped. The balance tube coupling was connected and the engine restarted. The engine operated and did not require continuous pumping of the throttle. The engine was run up to 1,700 RPM. The engine ran smoothly at 1,700 RPM with no missing or backfiring. No other pre-impact mechanical anomalies were noted on the engine.
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: single-engine land
- Flight time: 2,457 hours in all; 1,661 in this make and model; 58 in the last 90 days; 50 in the last 30 days; 2,455 as pilot in command
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 4,540 hours
- Last inspection: 100-hour inspection, April 4, 1998; 35 hours since
- Maximum gross weight: 2,634 lb
- Seats: 1
- Landing gear: fixed
- Engine: Continental O-470-L (piston); 0 hours total
The flight
- Departed from: 3IP at 2:00 am
- Flight plan: none
- Runway 0
Weather at the time
- Light: dusk
- Wind: from 200° at 5 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 81°F (27°C), dew point 70°F (21°C)
- Altimeter: 29.00 inHg
- Observation at 2:54 am from MKC, 20 miles away
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.