The Board will meet again on July 20, 2026
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Thursday, July 2, 2026
Notice from the City of Harrisonville
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Preliminary report released regarding Butler plane crash
The National Traffic Safety Board has released preliminary information that indicates normal operating procedures appear to have been followed just prior to the crash of a skydive jump plane that claimed the lives of the pilot and 11 passengers just before noon on June 14th at the Butler, MO airport
The report also indicates the engine was making full power upon impacting the ground however, the aircraft banked sharply to the left as it began its climbout for reasons still unknown. Some critical controls related to wings and tail section were badly damaged, requiring further forensic study that will hopefully provide clues.
As the investigation continues, NTSB specialists are continuing to review all available data, possibly including GoPro video taken on board during the flight.
During a press conference on June 16th, it was emphasized that the final report may take 12 - 18 months to complete.
Official NTSB report verbiage
On June 14, 2026, about 1125 central daylight time, a Pacific Aerospace Limited 750XL airplane, N221BN, was destroyed when it was involved in an accident near Butler, Missouri. The pilot and 11 passengers sustained fatal injuries. The airplane was operated as a Title 14 Code of Federal Regulations (CFR) Part 91 local parachute jump (skydiving) flight.
On the day of the accident, the operator had planned to conduct 8 parachute jump flights. The operator's landing zone (LZ), a flat grass field, was located at the Butler Memorial Airport (BUM), Butler, Missouri. All the flights were planned for the parachutists to land at the LZ at BUM.
At 0730, the manager of the operation obtained a fuel sample from their fuel truck that they had staged at BUM. The Jet A fuel sample was clean with no sediment or debris observed. Also at 0730, the pilot arrived at the operator's facility, he completed the preflight of the airplane with no issues reported. He also researched and posted the various wind speeds and directions on a whiteboard in the operator's building for the various loads (see figure 1). According to the operator, the pilot utilized ForeFlight for his preflight planning work.
Figure 1. Image depicting the various wind speeds and directions on a whiteboard, for the different altitudes that the pilot researched and posted on the morning of the accident, located in the operator's building at BUM.
At 0920, the first flight of parachutists, which included the pilot and 9 passengers, departed in the airplane. They conducted their parachute jumps successfully, and the airplane landed back at BUM.
At 1032, the second flight of parachutists, which included the pilot and 10 passengers, departed in the airplane. They conducted their parachute jumps successfully, and the airplane landed back at BUM.
At 1055, the manager of the operation assisted the pilot with refueling the airplane. According to the manager, 15 gallons of Jet A fuel were added to the left-wing fuel tank, and 45 gallons of Jet A fuel were added to the right-wing fuel tank. The total fuel quantity was documented by the pilot on a personal clipboard.
At 1125, the third flight of parachutists departed. A review of security video footage from a nearby aerial application operation hangar at BUM showed the airplane takeoff about mid-field from runway 36. During the initial climb, the airplane began a gradual turn to the left (to the west). A security video showed the airplane continuing to turn to the left, with both wings eventually becoming approximately perpendicular to the ground (see figure 2). The airplane then impacted a flat grass field in a nose down profile and a postimpact fire ensued. A search revealed no ADS-B data or track data for the accident flight. Visual meteorological conditions prevailed at the time of the accident.
Figure 2. Image depicting the security video footage screenshot showing the airplane in flight shortly before impacting terrain (security video footage courtesy of BCS Aerial). The airplane is annotated inside the red circle.
The accident site was located about 445 ft to the west of the southern end of the operator's landing zone, near a north to south running barbed wire fence on BUM property. A postimpact fire consumed the wreckage.
Figure 3. Image depicting the wreckage at the accident site, with various airplane components labeled. Several airplane components were moved to facilitate the initial emergency response.
Postaccident examination of the airframe and engine revealed that all major structural components of the airframe were identified at the accident site; however, they had sustained significant thermal damage. Both the elevator and the rudder control systems sustained significant thermal damage. Measurements were obtained for the length of the flap gearbox jack screw extension, the length of the pitch trim actuator extension, and the length of the roll trim actuator extension to potentially determine the respective system positions at the time of the impact. The yaw trim system sustained significant thermal damage. The cockpit, the cabin, and the airframe fuel system all sustained significant thermal damage. The left and right direct aileron cables were removed and were transported to the NTSB Materials Laboratory for examination.
The Pratt & Whitney Canada PT6A-34 turboprop engine displayed contact signatures to its internal components characteristic of the engine developing power at the time of the impact. There were no indications of any preimpact mechanical malfunctions or failures to any of the engine components that would have precluded normal operation. The four-blade controllable-pitch composite propeller was destroyed during the impact sequence. A postaccident sample from the operator's fuel truck found the Jet A fuel sample to be clean with no sediment or debris present.
Multiple damaged GoPro cameras (of various models) were recovered from the accident site and were transported to the NTSB Vehicle Recorders Laboratory. The wreckage was recovered from the accident site, and it was transported to a secure location.
A postaccident review of the operator's Burble Drop Zone Management software showed that the airplane met the weight and balance limitations for the accident flight. According to the Pilot's Operating Handbook and Civil Aviation Authority of New Zealand-Approved Flight Manual AIR 2825, the airplane has a maximum takeoff weight limitation of 7,500 lbs. According to the operator, the pilot utilized a small personal clipboard to record load notes and fuel load calculations, however, that clipboard was not identified in the wreckage.
The airplane was configured with two seats in the cockpit (the pilot seat on the left side and the copilot seat on the right side), and the cabin of the airplane had two benches installed for the parachutists to utilize. According to the operator, the parachutists would have sat rearwards, straddling their respective benches, with a latched restraint system (a lap belt). The airplane was not equipped with a crashworthy voice or data recorder, nor was it required to be.
The pilot held a commercial pilot certificate (airplane single engine land rating with an instrument rating). The pilot had accumulated over 4,100 total flight hours and his most recent flight review was on October 5, 2025. According to the operator, the pilot worked as a contractor, and this was his second consecutive jump pilot season working for them. During the first jump pilot season (which typically occurs from April to October for that geographic area), the pilot operated both the Cessna 182 series and the Cessna 208 series airplanes. The operator reported that they did not have any pervious concerns with the pilot, he was safety oriented, and he was also conservative with his decision making as a jump pilot.
Parachute jump flights, which are revenue passenger-carrying operations, are conducted under 14 CFR Part 91. These operations do not require FAA-issued operating certificates, FAA-issued operations specifications, and FAA-approved training and maintenance programs. #MidAmericaLive
The report also indicates the engine was making full power upon impacting the ground however, the aircraft banked sharply to the left as it began its climbout for reasons still unknown. Some critical controls related to wings and tail section were badly damaged, requiring further forensic study that will hopefully provide clues.
As the investigation continues, NTSB specialists are continuing to review all available data, possibly including GoPro video taken on board during the flight.
During a press conference on June 16th, it was emphasized that the final report may take 12 - 18 months to complete.
Official NTSB report verbiage
On June 14, 2026, about 1125 central daylight time, a Pacific Aerospace Limited 750XL airplane, N221BN, was destroyed when it was involved in an accident near Butler, Missouri. The pilot and 11 passengers sustained fatal injuries. The airplane was operated as a Title 14 Code of Federal Regulations (CFR) Part 91 local parachute jump (skydiving) flight.
On the day of the accident, the operator had planned to conduct 8 parachute jump flights. The operator's landing zone (LZ), a flat grass field, was located at the Butler Memorial Airport (BUM), Butler, Missouri. All the flights were planned for the parachutists to land at the LZ at BUM.
At 0730, the manager of the operation obtained a fuel sample from their fuel truck that they had staged at BUM. The Jet A fuel sample was clean with no sediment or debris observed. Also at 0730, the pilot arrived at the operator's facility, he completed the preflight of the airplane with no issues reported. He also researched and posted the various wind speeds and directions on a whiteboard in the operator's building for the various loads (see figure 1). According to the operator, the pilot utilized ForeFlight for his preflight planning work.
At 0920, the first flight of parachutists, which included the pilot and 9 passengers, departed in the airplane. They conducted their parachute jumps successfully, and the airplane landed back at BUM.
At 1032, the second flight of parachutists, which included the pilot and 10 passengers, departed in the airplane. They conducted their parachute jumps successfully, and the airplane landed back at BUM.
At 1055, the manager of the operation assisted the pilot with refueling the airplane. According to the manager, 15 gallons of Jet A fuel were added to the left-wing fuel tank, and 45 gallons of Jet A fuel were added to the right-wing fuel tank. The total fuel quantity was documented by the pilot on a personal clipboard.
At 1125, the third flight of parachutists departed. A review of security video footage from a nearby aerial application operation hangar at BUM showed the airplane takeoff about mid-field from runway 36. During the initial climb, the airplane began a gradual turn to the left (to the west). A security video showed the airplane continuing to turn to the left, with both wings eventually becoming approximately perpendicular to the ground (see figure 2). The airplane then impacted a flat grass field in a nose down profile and a postimpact fire ensued. A search revealed no ADS-B data or track data for the accident flight. Visual meteorological conditions prevailed at the time of the accident.
The accident site was located about 445 ft to the west of the southern end of the operator's landing zone, near a north to south running barbed wire fence on BUM property. A postimpact fire consumed the wreckage.
Postaccident examination of the airframe and engine revealed that all major structural components of the airframe were identified at the accident site; however, they had sustained significant thermal damage. Both the elevator and the rudder control systems sustained significant thermal damage. Measurements were obtained for the length of the flap gearbox jack screw extension, the length of the pitch trim actuator extension, and the length of the roll trim actuator extension to potentially determine the respective system positions at the time of the impact. The yaw trim system sustained significant thermal damage. The cockpit, the cabin, and the airframe fuel system all sustained significant thermal damage. The left and right direct aileron cables were removed and were transported to the NTSB Materials Laboratory for examination.
The Pratt & Whitney Canada PT6A-34 turboprop engine displayed contact signatures to its internal components characteristic of the engine developing power at the time of the impact. There were no indications of any preimpact mechanical malfunctions or failures to any of the engine components that would have precluded normal operation. The four-blade controllable-pitch composite propeller was destroyed during the impact sequence. A postaccident sample from the operator's fuel truck found the Jet A fuel sample to be clean with no sediment or debris present.
Multiple damaged GoPro cameras (of various models) were recovered from the accident site and were transported to the NTSB Vehicle Recorders Laboratory. The wreckage was recovered from the accident site, and it was transported to a secure location.
A postaccident review of the operator's Burble Drop Zone Management software showed that the airplane met the weight and balance limitations for the accident flight. According to the Pilot's Operating Handbook and Civil Aviation Authority of New Zealand-Approved Flight Manual AIR 2825, the airplane has a maximum takeoff weight limitation of 7,500 lbs. According to the operator, the pilot utilized a small personal clipboard to record load notes and fuel load calculations, however, that clipboard was not identified in the wreckage.
The airplane was configured with two seats in the cockpit (the pilot seat on the left side and the copilot seat on the right side), and the cabin of the airplane had two benches installed for the parachutists to utilize. According to the operator, the parachutists would have sat rearwards, straddling their respective benches, with a latched restraint system (a lap belt). The airplane was not equipped with a crashworthy voice or data recorder, nor was it required to be.
The pilot held a commercial pilot certificate (airplane single engine land rating with an instrument rating). The pilot had accumulated over 4,100 total flight hours and his most recent flight review was on October 5, 2025. According to the operator, the pilot worked as a contractor, and this was his second consecutive jump pilot season working for them. During the first jump pilot season (which typically occurs from April to October for that geographic area), the pilot operated both the Cessna 182 series and the Cessna 208 series airplanes. The operator reported that they did not have any pervious concerns with the pilot, he was safety oriented, and he was also conservative with his decision making as a jump pilot.
Parachute jump flights, which are revenue passenger-carrying operations, are conducted under 14 CFR Part 91. These operations do not require FAA-issued operating certificates, FAA-issued operations specifications, and FAA-approved training and maintenance programs. #MidAmericaLive
You could win big in Rich Hill this evening!
TONIGHT is the 30th Annual PIE CONTEST and AUCTION!
If you’ve never been to one, it’s a prime example of community support for a common goal. I’ve done all 30 of these and remember when $400 for a pie was unbelievable! Now it has become the largest fundraiser for Rich Hill’s amazing “Famous for the 4th” celebration, besides having set a Guinness World Record in 2012 that got nationwide news coverage for the $3,100 pie and we’ve even surpassed that figure since!
And tonight following this pie auction, we will be selling a Tom Altenburg original painting for Ready, Set, Grow, a donated quilt by Breanna Yarick and Jennifer Wheatley for the 4th of July committee, and an amazing collectible, an engraved Henry rifle and display case raising funds for the highway sign on I-49 by TT Highway!
Come join in this incredible FUNdraising evening in Rich Hill’s main park!
Courtesy Larry Hacker
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Raymore man facing three felony charges related to child sexual abuse material
On Jul 1st, 2026, 26-year-old Dakota Parrish of Raymore was arrested in reference to an Internet Crimes Against Children Investigation by Cass County Sheriff’s Detectives assigned to the Western Missouri Internet Crimes Against Children Task Force (WMICAC).
Parrish has been charged with three felonies for possessing Child Sexual Abuse Material (CSAM).
The Cass County Sheriff’s Office received a cyber tip regarding the possession of CSAM from the National Center for Exploited and Missing Children (NCMEC).
During the investigation, Parrish was identified as a possible suspect.
A search warrant was served at his residence in the 600 block of Andypaul Court and further investigation led to his recent arrest.
He’s currently at the Cass County Jail on a $50,000 cash only bond.
The Western Missouri Internet Crimes Against Children (WMICAC) Task Force is spearheaded by the Cass County Sheriff’s Office and consists of personnel from agencies within Cass, Bates, Henry, Johnson, Lafayette, Pettis and Saline counties. WMICAC is an affiliate of the Missouri Internet Crimes Against Children Task Force (MOICAC).
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A quick update from the La Cygne Police Department
As we reach the halfway point of the year, we wanted to share our statistics with the community in the spirit of transparency, as we have customarily done.
One of the biggest parts of proactive policing happens when no one has called us. Officers have completed 1,405 District and Building checks, patrolling neighborhoods, businesses, parks, and other key locations throughout the community. These visible patrols help deter crime, increase officer presence, and allow us to identify suspicious activity before it becomes a problem. This played a large role in solving a recently reported on stolen vehicle on 06/29, in addition to a vigilant officer!
We have continued to maintain our 90% clearance rate, which is the percentage of reported crimes that have been solved through arrest, exceptional means, or by identifying the responsible person and completing the investigation. It reflects investigative work at each level; not just making arrests. This year, we also solved two cases that were originally reported in previous years, bringing long awaited resolution to those investigations.
Thank you to our community for your continued support. We remain committed to being proactive, transparent, and dedicated to keeping La Cygne a safe place to live, work, and visit.
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Obituary - Shirley Bunch
Shirley Bunch of Urich, Missouri passed away June 19,2026 at her home. She was born on Oct 27, 1943 in Kansas City, Missouri. She is the daughter of Rube and Tytha Sears. Her father, mother, two brothers and three sisters are waiting for her at the pearly gates. Russell and Shirley were married on June 25th 1960 at the First Christian Church in the Armourdale district of Kansas City, Kansas. She is survived by her husband Russell and her three children Raymond, Patty and Dorothy. She has 7 grand kids, 8 great grand kids and 6 great-great grandkids. Her sister Norma Jean and her brother Kenny Sears. Mom never met a stranger and was surrounded by her loving family when she passed. Mom will be cremated and there is no scheduled date for her graveside services due to Kansas rain and tornado weather. Her remains will be buried at the Brooklyn Cemetery in La Cygne, Kansas.
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Obituary - Steven Edwin Lindsey
Steven Edwin Lindsey, 82, entered his heavenly home after a life filled with faith, family, friendship, service, and adventure. Born August 10, 1943, to Elson L. “Jack” and Sarah Ella Lindsey, Steve grew up on the family farm in eastern Kansas, where he developed a lifelong love for the outdoors, hard work, horses, and the simple joys of country living. He often fondly recalled riding horses across the countryside, swimming in creeks and ponds, harvesting honey, trapping critters, raising livestock, and exploring the world around him with boundless curiosity.
Steve often said he had lived a wonderful life, and those who knew him would agree. Whether canoeing Missouri streams, conducting auctions, building businesses, serving his community, or riding horseback on trails throughout the country, he embraced every opportunity with enthusiasm and dedication. His career included service as a forester, educator, businessman, insurance agency owner, auctioneer, and entrepreneur. He earned bachelor's and master's degrees in Forestry from the University of Missouri and remained a lifelong advocate for conservation, outdoor recreation, and responsible stewardship of God's creation.
Steve carried forward a family auction tradition that began with his grandfather in 1916. He spent decades in the auction and real estate business, working alongside his father and later his son, Todd. Throughout his life he built businesses, mentored others, and developed friendships that spanned generations and communities across Kansas, Missouri, Colorado, and beyond. He described his wife, Priscilla Kaufmann Lindsey, as “a gift from God.” Married on December 12, 1981, they shared nearly 45 years of love, partnership, ministry, travel, and countless miles together in the saddle. Horses became a defining part of their life together as they raised, trained, competed, and judged trail horses across the United States. Together they helped establish and maintain more than 150 miles of horse trails in Kansas and dedicated countless volunteer hours promoting responsible trail riding and public access to the outdoors.
Steve was a devoted husband, father, grandfather, and great-grandfather who made it his mission to ensure everyone around him was well cared for. He is survived by his beloved wife, Priscilla; sons Todd, Troy, Dustin, and Jared; ten grandchildren, Taylor, Bailey, Henry, Oliver, Max, Grace, Nathalie, Allabelle, Claire, and Eleanor; two great-grandchildren, Levi and Willow; brother, Marvin; and many nephews, nieces, and cousins. Most importantly, Steve's life was anchored in his faith in Jesus Christ. Alongside Priscilla, he devoted himself to serving the church through leadership, teaching, ministry, and church planting. He loved studying God's Word, encouraging others in their faith, and helping people move beyond simply knowing Scripture to living it. His church family at Mt. Zion Community Church became a cherished source of fellowship, encouragement, and spiritual growth.
As he approached the end of his earthly journey, Steve did so with peace, gratitude, and unwavering confidence in God's promises. Reflecting on a life he considered richly blessed, he wrote that he looked forward to Heaven much as one looks forward to a vacation or a new trail to explore. "This is going to be a real experience, like none I have ever had," he said. He left his family and friends with a final message filled with love, faith, and hope: "Open your Bibles and study hard so we can be together in Heaven and worship our Lord and Savior in the presence of God. Love you. — Steve"
Memorial services will be held at Mt. Zion Community Church in Cherryvale, KS on Saturday July4 (supper at 6:00PM and service at 7:00PM with fireworks to follow) and Schneider Funeral Home in La Cygne, KS on Monday September 7 (visitation at 10:00AM and service at 11:00AM). In lieu of flowers, please consider a memorial contribution to Alpha Christian Children’s Home and School in Perry, KS or Back Country Horsemen of America.
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Obituary - Donald Clark Simerson
Donald Clark Simerson's wishes were to be cremated and remembered with fond memories. There are no public services scheduled at this time. Arrangements are under the direction of the Schowengerdt Funeral Chapel and Crematory (660-679-6555) in Butler, Missouri.
Donald Clark Simerson, age 80 of Drexel, Missouri died Friday, June 26, 2026 at Medicalodge in Butler, Missouri. He was born December 11, 1945 to Forest Clark and Martha Jean Lockey Simerson in Nashwell, Iowa.
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