Cessna T210N accident near Spanish Fork, Utah, July 5, 2004
On July 5, 2004 at about 5:15 pm local time, a Cessna T210N, registered N5408A, was substantially damaged in an accident near Spanish Fork, Utah. It was a personal flight under general aviation rules (Part 91). No one was hurt; 4 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the improper reassembly of the engine following major overhaul (application of Permatex over entire crankcase surfaces). Contributing factors included the number 2 main bearing and crankshaft shifting forward, causing the alternator drive shaft and other accessory gears to fail, which disabled the camshaft.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 5, 2004 · about 5:15 pm local time
- Place
- Spanish Fork, Utah · map
- Type
- Accident
- Injuries
- No one was hurt; 4 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna T210N · all T210Ns on the register
- Registration
- N5408A · no longer on the register · serial 21063419
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot made a intentional wheels up landing after first experiencing a low voltage light followed by a loss of engine power. The examination of the engine revealed the number 2 bearing and crankshaft had shifted forward with subsequent failure of the alternator drive shaft and other accessories, as well as, damage to other components of the power drive train. Examination of the aircraft revealed the adhesive (Permatex) for the crankcase seam string was also applied on the crankcase halves surfaces, inside the seam face, and on the through bolts. According to the manufacturer, the adhesive should only be applied to hold the string in place. The excess sealant contributed to either the loss of torque or under-torquing of the through-bolts. The engine had 3692 hours tachometer time when it was overhauled in 1993 when the time between overhaul was extended to 1600 hours. In 2000, the engine had accumulated 1108 hours since the overhaul, when six new, "classic cast" cylinder assemblies, along with new pistons, rings, and piston pins, were installed. In order for this work to have been accomplished, the crankcase would have had to been separated. At the time of the accident, the engine had 5435 hours tachometer time at and 1743 hours since the overhaul.
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: single-engine land
- Flight time: 565 hours in all; 305 in this make and model; 31 in the last 90 days; 10 in the last 30 days; 510 as pilot in command
- Last flight review: June 14, 2004
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 5,435 hours
- Last inspection: annual inspection, July 20, 2003; 110 hours since
- Maximum gross weight: 4,000 lb
- Seats: 6
- Landing gear: retractable
- Engine: Continental TSIO-520-L (piston); 0 hours total
The flight
- Departed from: PVU Provo UT at 5:00 pm
- Destination: IBM Kimball NE
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 260° at 6 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 75°F (24°C), dew point 50°F (10°C)
- Altimeter: 30.12 inHg
- Observation at 5:15 pm from PVU, 6 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 3 |
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.