Cessna 210G N5874F

Summary

On 12 February 1999 at about 13:21 local time, a Cessna 210G registered N5874F, operated by Red Baron Aviation, was involved in an accident near Lake Placid, Florida, United States. One person was on board and one had minor injuries. The aircraft was substantially damaged. The NTSB has published a probable cause for this accident; it is quoted in full below.

Date

12 February 1999 at 13:21

Classification

Accident

Location

Lake Placid, Florida, United States

Coordinates

Not recorded

Aircraft

Cessna 210G

Registration

N5874F

Category

Airplane

Engines

1

Operator

Red Baron Aviation

Operating rule

Part 91: General Aviation

Purpose of flight

Positioning

Phase of flight

Not recorded

Route

Brooksville → Opa Locka

Aircraft damage

Substantial

Weather

IMC

Light

Day

NTSB number

MIA99LA081

1 person had minor injuries.

a total loss of engine power due to an in-flight separation of the crankshaft, caused by a fatigue crack that originated from the aft fillet radius of the No. 2 main journal, resulting in a forced landing in a field and impact with a tree.

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

Read the full NTSB narrative

The purpose of the flight was to position the airplane at the Miami's Opa Locka Airport. At an altitude of 5,000 feet agl under radar control, the pilot heard a 'snap/thud, followed by a popping noise,' and subsequent engine and propeller stoppage. An airborne restart was unsuccessful, and the propeller would not turn. The pilot realized he could not make it safely to an airport, and landed the airplane in a pasture. The airplane struck a tree, separating the left wing from the airframe. The nose and right main landing gear collided with a gully causing them to separate. According to the operator's records the subject engine was remanufactured by Continental Motors on December 9, 1997, and had 1622.9 hours of operating time since it was installed. The crankshaft was examined at the NTSB Materials Laboratory, and revealed that the crankshaft separated due to a fatigue crack that originated from the aft fillet radius of the No. 2 main journal. The fatigue area contained circumferential gouge marks and heat damage that was consistent with a bearing shell that had rotated or shifted. The bearing shell from the No. 1 rod journal also contained wear damage on the aft and forward edges that were consistent with shifting during engine operation.

Quoted verbatim from the NTSB record.