Cessna U206F accident near Stanley, Idaho, September 7, 1997
On September 7, 1997 at about 1:15 am local time, a Cessna U206F, registered N7494Q, was substantially damaged in an accident near Stanley, Idaho. It was a flight of an unrecorded kind under charter and air-taxi rules (Part 135). 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
The pilot's inadequate planning/decision for taking off in the meteorological conditions present at the time. Factors include a high density altitude, gusty winds, downdrafts, and soft terrain in the area of the forced landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 7, 1997 · about 1:15 am local time
- Place
- Stanley, Idaho · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna U206F · all U206Fs on the register
- Registration
- N7494Q · no longer on the register · serial U20602224
- Damage
- Substantial damage
- Flight
- Flight of an unrecorded kind · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
The pilot departed from an airport at which the density altitude was approximately 8,500 feet. Because winds were gusting to 15 knots from the west, and because the airport was situated in a valley just east of some 11,000 foot peaks, there were terrain-induced downdrafts and unfavorable winds present at the time of departure. Soon after takeoff, the aircraft, which was loaded to within 120 pounds of maximum allowable gross weight, entered an area of sinking air. The aircraft then quickly descended to just a few feet above the ground, and its airspeed dropped to about 40 m.p.h. As the aircraft continued to slow, it became obvious to the pilot that it would soon descend into the terrain, so he chose a spot in which to '...put it down.' After a successful touchdown, the aircraft rolled over soft terrain, where the nose gear sank into the ground and a wing collided with the terrain.
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; instructor: airplane single-engine; instrument: airplane
- Flight time: 2,276 hours in all; 490 in this make and model; 221 in the last 90 days; 87 in the last 30 days; 1,309 as pilot in command; 292 on instruments
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Last inspection: annual inspection, August 3, 1997
- Maximum gross weight: 3,600 lb
- Seats: 6
- Landing gear: fixed
- Engine: Continental IO-520-F (piston); 0 hours total
The flight
- Departed from: 2U7 at 1:13 am
- Destination: S81 Indian Creek ID
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 270° at 10 knots, gusting 15
- Visibility: 30 statute miles
- Sky: clear
- Temperature: 70°F (21°C), dew point 0°F (-18°C)
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 N7494Q 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.