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Accidents · NTSB ERA26LA339 · Final report

Cessna 680 accident near Statesville, North Carolina, August 6, 2026

On August 6, 2026 at about 10:20 pm local time, a 2011 Cessna 680, registered N96HE, was substantially damaged in an accident during landing (landing roll) near Statesville, North Carolina (Statesville 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 pilot’s failure to maintain directional control while landing in a strong gusting crosswind.

Source: NTSB aviation accident database, copy made November 2, 2026. Docket and reports at the NTSB.

What the record shows

Date
August 6, 2026 · about 10:20 pm local time · cases in 2026
Place
Statesville, North Carolina · Statesville Regional Airport · 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 680 UNDESIGNAT, built 2011 · all 680s on the register
Registration
N96HE · registry record · serial 680-0315
Damage
Substantial damage
Flight
Personal flight · general aviation rules (Part 91)

The NTSB's narrative final · quoted from the NTSB record

The pilot of the business jet reported that during an instrument approach to runway 28, while crossing the initial approach fix, he received the automated weather observation system (AWOS) wind report, which stated the wind was from 190° at 9 knots. He flew the instrument approach uneventfully at reference speed plus 20 knots until landing was assured and then reduced engine power. After touchdown, the airplane drifted right and the pilot corrected back toward centerline; however, the airplane then turned sharply left and exited the left side of the runway, striking a windsock and taxi light before coming to rest upright on a grass area. The airplane’s right wing and fuselage were substantially damaged during the accident sequence. The pilot reported that there were no preimpact mechanical malfunctions with the airplane that would have precluded normal operation. Review of recorded weather data revealed that 25 minutes prior to the accident, the wind was from 170° at 6 knots. The recorded wind 5 minutes before the accident was from 190° at 16 knots, gusting to 26 knots. Given this information, it is likely that the pilot had outdated wind information was not aware of the severity of the left crosswind, which contributed to his loss of directional control while landing.

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

  1. Loss of control on ground during landing (landing roll) defining event
  2. Runway excursion during landing (landing roll)
  3. Collision with terrain or object (not controlled flight into terrain) during landing (landing roll)

The NTSB's findings

  • Personnel issues › Task performance › Use of equip/info › Aircraft control › Pilot
  • Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Directional control › Not attained/maintained
  • Environmental issues › Conditions/weather/phenomena › Wind › Crosswind › Effect on operation

Pilot

  • Certificate: commercial pilot
  • Ratings: multi-engine land; single-engine land; instrument: airplane
  • Flight time: 1,540 hours in all; 360 in this make and model; 69 in the last 90 days; 34 in the last 30 days
  • Last flight review: April 20, 2026
  • Medical certificate: Class 1 (with waivers/limitations)
  • Seat: left
  • Injury: no injuries

Co-pilot

  • Certificate: airline transport pilot, flight instructor, commercial pilot, remote
  • Ratings: multi-engine land; single-engine land; single-engine sea; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
  • Flight time: 9,600 hours in all; 1,290 in this make and model; 189 in the last 90 days; 44 in the last 30 days; 6,943 as pilot in command; 1,718 on instruments
  • Last flight review: November 30, 2025
  • Medical certificate: Class 1 (with waivers/limitations)
  • Seat: rgt
  • Injury: no injuries

The aircraft

  • Last inspection: continuous airworthiness programme
  • Maximum gross weight: 30,300 lb
  • Seats: 10
  • Landing gear: retractable
  • Engine 1: Pratt & Whitney Canada PW306C (turbofan); 0 hours total
  • Engine 2: Pratt & Whitney Canada PW306C (turbofan); 0 hours total
  • Operator: Mss Solutions LLC

The flight

  • Departed from: CHS Charleston SC at 9:43 pm
  • Flight plan: IFR
  • Runway 28, 7,003 ft by 100 ft
  • A second pilot was aboard

Weather at the time

  • Light: daylight
  • Wind: from 190° at 16 knots, gusting 26
  • Sky: scat at 10,000 ft
  • Temperature: 84°F (29°C), dew point 73°F (23°C)
  • Altimeter: 30.21 inHg
  • Observation at 6:15 pm from SVH

Injuries

FatalSeriousMinorNone
Flight crew2

Documents from the investigation the NTSB's docket: the evidence folder behind the report

The NTSB has not released the docket for this case yet. The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), is usually released when the investigation is nearly complete, and the list here is refreshed when it appears. Check at the NTSB.

Connections how this case links to the rest of the register

Aircraft
Place
Analytics

The whole map of how records connect · these connections as data: /graph/accident/ERA26LA339.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.