Taylorcraft F19 accident near Tullahoma, Tennessee, February 13, 1995
On February 13, 1995 at about 7:40 pm local time, a Taylorcraft F19, registered N20001, was substantially damaged in an accident near Tullahoma, Tennessee. It was a personal flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
A LACK OF LUBRICANT TO THE STARTER/ROLLER CLUTCH, SEIZURE OF THE STARTER, AND FAILURE OF THE FOUR CRANKSHAFT GEAR CAPSCREWS (BOLTS), WHICH RESULTED IN DISENGAGEMENT OF THE CRANKSHAFT (ACCESSORY) GEAR AND SUBSEQUENT 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
- February 13, 1995 · about 7:40 pm local time
- Place
- Tullahoma, Tennessee · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Taylorcraft F19
- Registration
- N20001 · registry record · serial 126
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PILOT STATED THAT ABOUT 20 MINUTES AFTER TAKEOFF, WHILE MANEUVERING NEAR HIS RESIDENCE, THE AIRCRAFT ENGINE LOST POWER. HE MADE AN EMERGENCY LANDING IN A FIELD, BUT THE AIRPLANE HIT A FENCE AND ENCOUNTERED UNEVEN TERRAIN DURING THE LANDING. EXAMINATION OF THE ENGINE REVEALED THAT THE STARTER ROLLER CLUTCH, WHICH HAD BEEN INSTALLED IN THE AIRCRAFT IMMEDIATELY BEFORE THE FLIGHT, HAD SEIZED. THE ROLLER CLUTCH WAS IN PLACE, BUT THE ROLLERS WERE FOUND TO HAVE MELTED AND HAD WELDED TO THE SHAFT. SUBSEQUENTLY, ALL FOUR OF THE CRANKSHAFT GEAR CAPSCREWS HAD FAILED, RESULTING IN DISENGAGEMENT OF THE CRANKSHAFT GEAR AND SUBSEQUENT POWER LOSS. A SERVICE BULLETIN (TELEDYNE CONTINENTAL M79-10) HAD BEEN ISSUED BY THE MANUFACTURER IN JUNE OF 1979 TO PROVIDE PRESSURIZED LUBRICATION OF THE ROLLER CLUTCH STARTERS, BUT THE SERVICE BULLETIN HAD NOT BEEN ACCOMPLISHED. THE ENGINE HAD BEEN SHIPPED FROM THE FACTORY ON 5/26/78 (BEFORE THE SERVICE BULLETIN WAS ISSUED). THE STARTER INSTALLATION INSTRUCTIONS DID NOT REQUIRE THAT THE SERVICE BULLETIN BE COMPLIED WITH BEFORE INSTALLATION OF THE STARTER. THERE WAS EVIDENCE THAT THE STARTER ROLLER CLUTCH LACKED ADEQUATE LUBRICATION.
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: private
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 5,878 hours in all; 17 in this make and model; 13 in the last 90 days; 2 in the last 30 days; 5,706 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 806 hours
- Last inspection: annual inspection, January 3, 1995; 1 hours since
- Maximum gross weight: 1,500 lb
- Seats: 2
- Landing gear: fixed
- Engine: Continental O-200 (piston); 0 hours total
The flight
- Departed from: THA Tullamoma TN at 7:20 pm
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 310° at 4 knots
- Visibility: 10 statute miles
- Sky: overcast at 6,000 ft; not recorded
- Temperature: 32°F (0°C), dew point 1°F (-17°C)
- Altimeter: 30.00 inHg
- Observation at 7:20 pm from THA, 20 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.