Stinson 108-2 accident near Grass Valley, California, August 17, 2006
On August 17, 2006, a Stinson 108-2, registered N9818K, was substantially damaged in an accident near Grass Valley, California (Nevada Co Airpark 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
failure of the pilot to maintain directional control on the landing rollout due to inadequate compensation for a gusty crosswind condition and an attempt to turn at an excessive taxi speed.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 17, 2006
- Place
- Grass Valley, California · Nevada Co Airpark · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Stinson 108-2 · all 108-2s on the register
- Registration
- N9818K · no longer on the register · serial 108-2818
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot attempted to exit onto a taxiway during the landing roll; however, the airplane skidded off the runway where it impacted a cement culvert and nosed over. While on final approach the pilot noted the wind conditions were variable with up and downdrafts, as well as a crosswind condition. The pilot said the landing was normal; however, the airplane encountered a gust of wind during the rollout and he was unable to maintain directional control. A responding deputy noted a skid mark, 118.5 feet in length, from the runway to the edge of the taxiway where it continued on for an additional 35.7 feet into a dry grass area. The airplane struck a cement culvert and came to rest inverted, 40 feet beyond the cement culvert. The deputy reported that when he arrived at the airport the winds were out of the south from about 8 knots, gusting to 16. Witnesses to the accident reported that the airplane appeared to be traveling too fast after landing to safely make the turn onto the taxiway and the brakes locked up as the pilot attempted to turn. After the brakes locked up the airplane skidded off the runway and came to rest inverted after impacting a cement culvert.
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: 988 hours in all; 218 in this make and model; 45 in the last 90 days; 25 in the last 30 days; 988 as pilot in command
- Last flight review: January 1, 2005
- Medical certificate: Class 2
- Seat: left
- Injury: no injuries
The aircraft
- Maximum gross weight: 2,230 lb
- Seats: 4
- Landing gear: fixed
- Engine: Franklin 6A4-165-83 (piston); 0 hours total
The flight
- Departed from: O88 Rio Vista CA at 11:30 pm
- Destination: GOO Grass Valley CA
- Flight plan: none
- Runway 25, 4,350 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: from 200° at 7 knots
- Visibility: 10 statute miles
- Sky: a few clouds at 12,000 ft
- Temperature: 81°F (27°C), dew point 36°F (2°C)
- Altimeter: 29.94 inHg
- Observation at 11:55 pm from AUN, 17 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.
Other NTSB records under N9818K the same tail number, which may have belonged to a different aircraft at the time
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.