North American T-28A accident near Oklahoma City, Oklahoma, May 27, 2010
On May 27, 2010, a North American T-28A, registered N128AF, was substantially damaged in an accident during approach (VFR pattern downwind) near Oklahoma City, Oklahoma (Sundance Airpark airport). 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
The failure of the master rod bearing, which resulted in a 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
- May 27, 2010
- Place
- Oklahoma City, Oklahoma · Sundance Airpark · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- North American T-28A · all T-28As on the register
- Registration
- N128AF · registry record · serial 491619A
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilots stated that they were flying in the traffic pattern when the airplane's engine started losing power. They were unable to reach the runway and landed short of the prepared surface. A postaccident examination of the airplane revealed that the main landing gear had punctured both wings, damaging the spars, and two of the engine mounts had pulled loose from the firewall. Metal material was found in the outer casing of the oil filter. According to one of the airplane’s owners, the engine was later disassembled for salvage, and the master rod bearing was found to have failed.
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
What happened, in order
- Loss of engine power (partial) during approach (VFR pattern downwind) defining event
- Landing area undershoot during landing
The NTSB's findings
- cause Aircraft › Aircraft power plant › Engine (reciprocating) › Recip engine power section › Failure
Pilot
- Certificate: commercial pilot, private
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 6,100 hours in all; 10 in this make and model
- Medical certificate: Class 3 (without waivers/limitations)
- Seat: frt
- Injury: no injuries
Flight instructor
- Certificate: airline transport pilot, flight instructor
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instrument: airplane
- Flight time: 12,100 hours in all; 650 in this make and model; 50 in the last 90 days; 50 in the last 30 days; 9,000 as pilot in command; 500 on instruments
- Last flight review: May 26, 2009
- Seat: frt
- Injury: no injuries
The aircraft
- Airframe total time: 1,741 hours
- Last inspection: annual inspection, December 5, 2009; 22 hours since
- Seats: 2
- Landing gear: retractable
- Engine: Wright C7BA SERIES (piston); 0 hours total
The flight
- Departed from: HSD Oklahoma City OK
- Destination: HSD Oklahoma City OK
- Flight plan: none
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 008° at 9 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 82°F (28°C), dew point 66°F (19°C)
- Altimeter: 29.94 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 2 |
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.
Other NTSB records under N128AF the same tail number, which may have belonged to a different aircraft at the time
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.