Cessna T210N N5408A

Summary

On 5 July 2004 at about 17:15 local time, a Cessna T210N registered N5408A was involved in an accident near Spanish Fork, Utah, United States. 4 people were on board and nobody was injured. The aircraft was substantially damaged. The NTSB has published a probable cause for this accident; it is quoted in full below.

Date

5 July 2004 at 17:15

Classification

Accident

Location

Spanish Fork, Utah, United States

Coordinates

40.0202, -111.5490

Aircraft

Cessna T210N

Registration

N5408A

Category

Airplane

Engines

1

Operator

Not recorded

Operating rule

Part 91: General Aviation

Purpose of flight

Personal

Phase of flight

Not recorded

Route

Provo → Kimball

Aircraft damage

Substantial

Weather

VMC

Light

Day

NTSB number

DEN04LA098

Nobody was injured.

the improper reassembly of the engine following major overhaul (application of Permatex over entire crankcase surfaces). Contributing factors included the number 2 main bearing and crankshaft shifting forward, causing the alternator drive shaft and other accessory gears to fail, which disabled the camshaft.

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

Read the full NTSB narrative

The pilot made a intentional wheels up landing after first experiencing a low voltage light followed by a loss of engine power. The examination of the engine revealed the number 2 bearing and crankshaft had shifted forward with subsequent failure of the alternator drive shaft and other accessories, as well as, damage to other components of the power drive train. Examination of the aircraft revealed the adhesive (Permatex) for the crankcase seam string was also applied on the crankcase halves surfaces, inside the seam face, and on the through bolts. According to the manufacturer, the adhesive should only be applied to hold the string in place. The excess sealant contributed to either the loss of torque or under-torquing of the through-bolts. The engine had 3692 hours tachometer time when it was overhauled in 1993 when the time between overhaul was extended to 1600 hours. In 2000, the engine had accumulated 1108 hours since the overhaul, when six new, "classic cast" cylinder assemblies, along with new pistons, rings, and piston pins, were installed. In order for this work to have been accomplished, the crankcase would have had to been separated. At the time of the accident, the engine had 5435 hours tachometer time at and 1743 hours since the overhaul.

Quoted verbatim from the NTSB record.