Cessna 207 accident near Delta Junction, Alaska, March 10, 2000
On March 10, 2000 at about 1:45 pm local time, a Cessna 207, registered N75703, was substantially damaged in an accident near Delta Junction, Alaska (Delta Junction airport). It was a flight of an unrecorded kind under charter and air-taxi rules (Part 135). 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The disintegration of the number two piston. A factor in this accident was the subsequent metal fouling of the spark plugs, which resulted in total loss of engine power.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 10, 2000 · about 1:45 pm local time
- Place
- Delta Junction, Alaska · Delta Junction · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 207 · all 207s on the register
- Registration
- N75703 · no longer on the register · serial 20700639
- Damage
- Substantial damage
- Flight
- Flight of an unrecorded kind · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
The pilot stated that while in cruise at 5,500 feet msl, the engine began to run rough, and slowly lose power. The pilot attempted to reach an airport, but the engine lost total power. The airplane contacted trees and cartwheeled into an open field. Inspection of the engine revealed detonation and disintegration of the number two piston, and metal fouling of seven spark plugs. Bench testing of the fuel and ignition system revealed no discrepancies with the fuel distributor, lines, or nozzles; and no discrepancies with either magneto, magneto timing, or ignition harness. Manufacturer's service bulletin 91-8 recommends a time between overhaul (TBO) for the IO-520 of 1,700 hours. The engine had accumulated 1,560 hours since overhaul. The number two cylinder had been replaced 817 hours prior to the accident. All six cylinders had been replaced at different times within the previous 998 hours.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record from the NTSB's investigation tables, in plain English
Pilot
- Certificate: flight instructor, commercial pilot, flight engineer
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instrument: airplane
- Flight time: 4,400 hours in all; 1,300 in this make and model; 120 in the last 90 days; 50 in the last 30 days; 4,350 as pilot in command; 525 on instruments
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 14,832 hours
- Last inspection: 100-hour inspection, February 14, 2000; 37 hours since
- Maximum gross weight: 3,800 lb
- Seats: 6
- Landing gear: fixed
- Engine: Continental IO-520 (piston); 0 hours total
- Operator: 40 Mile Air, LTD.
The flight
- Departed from: FAI Fairbanks AK at 1:00 pm
- Destination: Healy Lake AK
- Flight plan: VFR
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 070° at 7 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 3°F (-16°C), dew point 0°F (-18°C)
- Altimeter: 30.00 inHg
- Observation at 1:55 pm from BIG, 4 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.