What happened
The FAA’s narrative, in sentence case. The FAA writes it in capitals and removes private details.
Red baron air taxi (check hauler) experienced an engine failure and made an emergency landing in a field. The pilot/sole occupant has serious injuries. The acft has substantial damage. Other circumstances are unknown. (.19) on February 12, 1999, about 0821 eastern standard time, a Cessna 210G, N5874F, registered to gallops,inc., operating as a title 14 CFR part 91 ferry flight, crashed following an engine failure while in cruise flight in the vicinity of lake Placid, Florida. Instrument meteorological conditions prevailed and an IFR flight plan was filed. The airplane sustained substantial damage and the commercial-rated pilot suffered minor injuries. The flight departed pilot country airport, tampa, Florida, about 0740. According to the airplane's operator, the flight was ferrying to miami's opa locka airport at 5,000 feet AGL under radar control from miami ARTCC, when the pilot heard a "thud", and the engine suddently stopped. The pilot landed the airplane in a pasture about 8 miles north of Placid Lakes airport at coordinates, N2719.08 degrees, W8130.19 degrees. (.4) 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 forw ard edges that were consistent with shifting during engine operation.
As the FAA filed it
RED BARON AIR TAXI (CHECK HAULER) EXPERIENCED AN ENGINE FAILURE AND MADE AN EMERGENCY LANDING IN A FIELD. THE PILOT/SOLE OCCUPANT HAS SERIOUS INJURIES. THE ACFT HAS SUBSTANTIAL DAMAGE. OTHER CIRCUMSTANCES ARE UNKNOWN. (.19) ON FEBRUARY 12, 1999, ABOUT 0821 EASTERN STANDARD TIME, A CESSNA 210G, N5874F, REGISTERED TO GALLOPS,INC., OPERATING AS A TITLE 14 CFR PART 91 FERRY FLIGHT, CRASHED FOLLOWING AN ENGINE FAILURE WHILE IN CRUISE FLIGHT IN THE VICINITY OF LAKE PLACID, FLORIDA. INSTRUMENT METEOROLOGICAL CONDITIONS PREVAILED AND AN IFR FLIGHT PLAN WAS FILED. THE AIRPLANE SUSTAINED SUBSTANTIAL DAMAGE AND THE COMMERCIAL-RATED PILOT SUFFERED MINOR INJURIES. THE FLIGHT DEPARTED PILOT COUNTRY AIRPORT, TAMPA, FLORIDA, ABOUT 0740. ACCORDING TO THE AIRPLANE'S OPERATOR, THE FLIGHT WAS FERRYING TO MIAMI'S OPA LOCKA AIRPORT AT 5,000 FEET AGL UNDER RADAR CONTROL FROM MIAMI ARTCC, WHEN THE PILOT HEARD A "THUD", AND THE ENGINE SUDDENTLY STOPPED. THE PILOT LANDED THE AIRPLANE IN A PASTURE ABOUT 8 MILES NORTH OF PLACID LAKES AIRPORT AT COORDINATES, N2719.08 DEGREES, W8130.19 DEGREES. (.4) 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 FORW ARD EDGES THAT WERE CONSISTENT WITH SHIFTING DURING ENGINE OPERATION.
NTSB investigation
The NTSB’s investigation of this event, with its probable cause and findings. Matched to this report by N-number and date.
Other reports on N5874F · 3
Matched to the same aircraft by N-number and date.