Cessna U206G accident near West Sacramento, California, September 19, 2024
On September 19, 2024 at about 3:19 pm local time, a 1981 Cessna U206G, registered N6522Z, was substantially damaged in an accident during enroute near West Sacramento, California (Sacramento Executive Airport). It was an other work-use flight under general aviation rules (Part 91). 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
Failure of the No. 4 cylinder fuel injection assembly tube and subsequent total loss of engine power.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 19, 2024 · about 3:19 pm local time
- Place
- West Sacramento, California · Sacramento Executive Airport · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna U206G, built 1981 · all U206Gs on the register
- Registration
- N6522Z · no longer on the register · serial U20606307
- Damage
- Substantial damage
- Flight
- Other work-use flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
While the airplane was en route to a local airport, the engine suddenly lost power and the airplane began to shake. The pilot noted rapidly decreasing cylinder head temperature readings on most cylinders and the loss of the temperature reading for the No. 4 cylinder. He turned the airplane toward the nearest airport, and the engine then lost all power. The pilot realized that the airplane would not glide to the nearest airport and selected a field to land in. He initiated an emergency landing to the field and the airplane nosed over, coming to rest inverted. Postaccident examination of the engine revealed that the No. 4 fuel injection assembly tube was not contained in its retention clamp, and the elastomer sleeve that cushions the clamped tube was displaced from its normal position. Examination of the tube during disassembly revealed a fracture where it intersected the shank of the ferrule that had been brazed onto the inboard end of the tube. Further examination of the fracture at the NTSB laboratory revealed that the fracture surfaces were consistent with fatigue and that the elastomer sleeve displayed wear marks consistent with previous clamping. The engine’s fuel flow divider was tested with the five intact fuel injection assembly tubes from the accident engine and one surrogate tube for the No. 4 position. The flow test failed when the No. 4 tube was removed to simulate the fracture. The investigation could not determine how long the No. 4 fuel injection assembly tube had been displaced from the retention clamp before the tube’s in-flight failure and subsequent engine failure.
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
- Loss of engine power (total) during enroute defining event
- Nose over/nose down during landing (landing roll)
The NTSB's findings
- Environmental issues › Physical environment › Terrain › Rough terrain › Contributed to outcome
- Aircraft › Aircraft power plant › Engine fuel and control › Fuel distribution › Failure
Pilot
- Certificate: commercial pilot, flight engineer
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instrument: airplane
- Flight time: 5,000 hours in all; 1,500 in this make and model; 100 in the last 90 days; 40 in the last 30 days; 5,000 as pilot in command; 300 on instruments
- Last flight review: July 15, 2024
- Medical certificate: Class 1 (with waivers/limitations)
- Seat: left
- Injury: minor injuries
The aircraft
- Airframe total time: 7,006 hours
- Last inspection: annual inspection, November 25, 2023; 250 hours since
- Maximum gross weight: 3,600 lb
- Seats: 6
- Landing gear: fixed
- Engine: Continental IO-550-F21B (piston); 900 hours total
The flight
- Departed from: KMHR Mather CA at 3:05 pm
- Destination: O41 Woodland CA
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 180° at 3 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 59°F (15°C), dew point 55°F (13°C)
- Altimeter: 29.85 inHg
- Observation at 7:53 am from KSAC, 2 miles away
Weather report (METAR): KSAC 191453Z AUTO 18003KT 10SM CLR 15/13 A2985
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 |
Photographs from the investigation 5 pictures from the NTSB's docket, as the NTSB released them
Photograph 1 – Airplane at accident site.
Photograph 2 – Engine removal from crate.
Photograph 3 – Engine mounted on exam stand.
Photograph 4 – Cylinder number 4 fuel injection assembly tube.
Photograph 5 - Cylinder number 4 fuel injection assembly tube.The NTSB's photographs with the NTSB's captions, at screen size. Open a picture to see it full size or to report one that should not be shown.
Documents from the investigation the NTSB's docket: the evidence folder behind the report
8 documents, released by the NTSB on August 26, 2026. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
| # | Document | What it is | |
|---|---|---|---|
| 1 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 | PDF, 11 pages | View Download |
| 2 | Maintenance Records | PDF, 4 pages | View Download |
| 3 | Investigation Photographs | PDF, 6 pages · our copy | View Download |
| 4 | Engine Exam Summary Report | PDF, 14 pages | View Download |
| 5 | Fuel Flow Bench Test | PDF, 3 pages | View Download |
| 6 | Materials Laboratory Factual Report 25-043 | PDF, 6 pages | View Download |
| 7 | Party Form | PDF, 1 page | View Download |
| 8 | Wreckage Release | PDF, 1 page | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
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.