Cessna 182E accident near Rolling Fork, Mississippi, June 6, 1999
On June 6, 1999 at about 7:30 pm local time, a Cessna 182E, registered N9267X, was substantially damaged in an accident near Rolling Fork, Mississippi. It was a flight of an unrecorded kind under general aviation rules (Part 91). No one was hurt; 5 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
Improper torqueing of the connecting rod bolts which resulted in the bolts being loose and rubbing in the dowel area which resulted in fatigue emanation and cracking and separation of the number 3 connecting rod after bolt failure.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 6, 1999 · about 7:30 pm local time
- Place
- Rolling Fork, Mississippi · map
- Type
- Accident
- Injuries
- No one was hurt; 5 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 182E · all 182Es on the register
- Registration
- N9267X · no longer on the register · serial 18253667
- Damage
- Substantial damage
- Flight
- Flight of an unrecorded kind · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
While climbing through 600 feet after takeoff, a loud bang was heard and a hole appeared in the top of the engine cowling. Oil leaked from the engine and covered the windshield. The engine did not stop running, but did loose power. A forced landing was landing was made in a field and the nose landing gear collapsed during rollout. Post crash examination of the engine showed the number 3 connecting rod had separated from the crankshaft. Examination of the number three connecting rod bolts showed one bolt had failed due to fatigue which emanated from the edge of the bolt in the dowel area. The other bolt separated due to bending overstress. Examination of connecting rod bolts from the numbers 1 and 2 connecting rods showed slight rubbing in the dowel area of the bolts. Breakaway torque on the numbers 1,2,5, and 6 connecting rod bolts showed torque values below the manufacturers requirements.
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: 196 hours in all; 30 in this make and model; 50 in the last 90 days
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 7,682 hours
- Last inspection: annual inspection, June 1, 1999; 45 hours since
- Maximum gross weight: 2,800 lb
- Seats: 1
- Landing gear: fixed
- Engine: Continental O-470-R (piston); 0 hours total
The flight
- Departed from: MS35 at 7:29 pm
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 150° at 12 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 90°F (32°C), dew point 70°F (21°C)
- Altimeter: 30.00 inHg
- Observation at 7:53 pm from GWO, 50 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 4 |
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.