Cessna T210N N199JM

Summary

On 9 June 1998 at about 19:53 local time, a Cessna T210N registered N199JM was involved in an accident near Hillsboro, Oregon, United States. 2 people were on board and 2 died. The aircraft was destroyed. The NTSB has published a probable cause for this accident; it is quoted in full below.

Date

9 June 1998 at 19:53

Classification

Accident

Location

Hillsboro, Oregon, United States

Nearest airport

Portland-Hillsboro (HIO)

Coordinates

45.5796, -122.9100

Aircraft

Cessna T210N

Registration

N199JM

Category

Airplane

Engines

1

Operator

Not recorded

Operating rule

Part 91: General Aviation

Purpose of flight

Personal

Phase of flight

Not recorded

Route

Sun River → Hillsboro

Aircraft damage

Destroyed

Weather

VMC

Light

Day

NTSB number

SEA98FA092

2 people died.

Improper installation (bushing), mechanical binding (bushing), mechanical binding (connecting rod), and fatigue within the crankshaft. Contributing factors were inadequate major (engine) overhaul and trees.

Quoted verbatim from the NTSB record. This site does not paraphrase or interpret it.

Read the full NTSB narrative

The pilot-in-command reported a power loss on approach to the runway. The aircraft passed through the tops of trees approximately 150 feet beyond, and entered a stall/spin maneuver, impacting a power line and the ground approximately 2,800 feet short of the runway threshold. The flaps and landing gear were in a retracted position. Post-crash examination revealed the crankshaft separated in fatigue which originated from a circumferential gouge mark on the aft face of the #2 cheek at an area located outboard of the forward radius of the #1 rod journal. The circumferential gouge mark on the crankcheek was consistent with the connecting rod shifting forward during engine operation. The rub marks on the cheek walls of the #1 connecting rod were consistent with tight piston pin bushing to piston pin clearance. Additionally, the bushings for all the connecting rods were undersize. Airframe/engine logs revealed a top overhaul of the engine approximately 23 hours prior to the crankshaft failure, during which the piston pins were replaced but the connecting rod bushings were not. No dimensional check of the bushings was made or required at that time. The engine was overhauled 515 hours previous to the top overhaul. The manufacturer's overhaul manual specifies that the new bushings should be reamed to the specified (inside) diameter. Post-crash examination of the engine revealed non-standard connecting rod cotter keys and light fretting between the engine case halves.

Quoted verbatim from the NTSB record.