NTSB Identification: CHI01FA128.
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Accident occurred Tuesday, April 24, 2001 in Farmington, MO
Probable Cause Approval Date: 07/02/2002
Aircraft: Cessna 210L, registration: N5060V
Injuries: 2 Fatal.
NTSB investigators either traveled in support of this investigation or conducted a significant amount of investigative work without any travel, and used data obtained from various sources to prepare this aircraft accident report.
While in cruise flight the engine crankshaft completely fractured and the propeller separated from the airplane subsequently striking the empennage. Witnesses reported that the airplane rolled to the right and impacted the terrain. The propeller severed the rudder control cables, the left horizontal stabilizer and elevator, and the vertical stabilizer. The engine crankshaft was fractured between the crankshaft oil seal and the propeller flange. The propeller flange remained attached to the propeller hub assembly. According to the NTSB Materials Laboratory Factual Report, "Bench binocular microscope examination of the fracture face revealed crack arrest marks typical of a fatigue cracking. The fatigue crack emanated from multiple origins at the external surface of the aft fillet radius from the propeller flange... ." The accident airplane had been involved in a propeller strike incident in which the propeller was damaged. The propeller was removed and sent for inspection and overhaul. According to the maintenance logbooks, a teardown inspection of the engine was not completed as required by Teledyne Continental Motors Service Bulletin SB-96-11. At the time of the accident the engine had accumulated 573.6 hours since the propeller strike event.
The National Transportation Safety Board determines the probable cause(s) of this accident to be: The fracture of the crankshaft due to fatigue, the propeller separating from the airplane while in-flight, which resulted in the propeller striking the empennage structure and flight controls, yielding the airplane uncontrollable. Contributing factors to the accident were the previous damage to the crankshaft, the company/operator management disregarding the engine manufacture's service bulletin mandating an engine teardown inspection after a propeller strike event, and the inadequate inspection of the engine by the company maintenance staff. Full narrative available
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