Commander 114-B accident near Okmulgee, Oklahoma, June 14, 2001
On June 14, 2001 at about 6:15 pm local time, a Commander 114-B, registered N114BW, was substantially damaged in an accident near Okmulgee, Oklahoma (Okmulgee Municipal Airport). It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the failure of the #6 cylinder's connecting rod, which resulted in a complete loss of engine power. A contributing factor to the accident was the lack of suitable terrain for the forced landing.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 14, 2001 · about 6:15 pm local time
- Place
- Okmulgee, Oklahoma · Okmulgee Municipal Airport · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Commander 114-B
- Registration
- N114BW · registry record · serial 14541
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The flight had been airborne for three hours when the pilot heard a "loud bang" and the engine lost total power. He executed a forced landing to a field, during which the airplane contacted dirt mounds that were 4 feet high, before it came to a stop upright. Postaccident examination of the airplane revealed that fresh engine oil was adhering to the left side of the fuselage from the engine cowling extending back to the empennage. The oil dipstick was removed and indicated only 2 quarts (8 quart capacity). The oil was black and smelled as though it had been exposed to heat. The engine crankcase displayed a 2.5-inch diameter hole between the #5 and #6 cylinders. The engine was disassembled and it was noted that the connecting rod for the #6 cylinder had separated from its piston and the crankshaft. The #6 connecting rod journal displayed evidence of thermal damage and metal transfer. Metallurgical examination of the #6 connecting rod end cap and bolt revealed fractures indicative of overstress at extreme temperatures. Additionally, the rod end cap bearing surface displayed fretting and metal transfer. No other anomalies with the engine were noted.
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
- Ratings: single-engine land; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane; rotorcraft: glider
- Flight time: 2,110 hours in all; 69 in this make and model; 57 in the last 90 days; 23 in the last 30 days; 1,833 as pilot in command; 92 on instruments
- Last flight review: February 17, 2001
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: minor injuries
The aircraft
- Airframe total time: 1,743.4 hours
- Last inspection: annual inspection, May 5, 2001; 105 hours since
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming IO-540-T4B5 (piston); 0 hours total
The flight
- Departed from: CEY Murray KY at 3:00 pm
- Destination: PWA Oklahoma City OK
- Flight plan: IFR
Weather at the time
- Light: daylight
- Wind: from 190° at 16 knots
- Visibility: 9 statute miles
- Sky: broken clouds at 3,400 ft
- Temperature: 84°F (29°C), dew point 73°F (23°C)
- Altimeter: 29.73 inHg
- Observation at 5:53 pm from TUL, 30 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.
About this page
Everything above comes from the NTSB's public accident database: the narrative, probable cause and findings are the NTSB's own words, and the coded tables behind its report (pilot, aircraft, flight, weather, injuries, sequence of events) are written out in plain English. Pilots' ages, home towns and medical details are left out on purpose. The documents and photographs are the NTSB's docket, the folder of records gathered during the investigation, shown as the NTSB released them (the NTSB redacts some personal details first) and listed under the NTSB's own titles. This site's own text never names pilots, passengers or anyone else involved. A preliminary report describes what is known soon after the event and can change; the final report, with the probable cause, usually follows one to two years later and this page is refreshed when it does. Case number FTW01LA143.