Pilatus P3-05 accident near Edgewater, Florida, April 10, 2004
On April 10, 2004 at about 4:06 pm local time, a Pilatus P3-05, registered N860MK, was destroyed in an accident near Edgewater, Florida. It was a personal flight under general aviation rules (Part 91). 2 people were killed. The weather was visual conditions (good weather).
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The NTSB's probable cause their words, unchanged
The delamination of the no. 2 connecting rod bearing for undetermined reasons, resulting in a total loss of engine power. A factor in the accident was the pilot's inability to complete a successful forced landing due to oil on the windscreen, and smoke and oil in the cockpit as a result of the mechanical failure of the engine.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 10, 2004 · about 4:06 pm local time
- Place
- Edgewater, Florida · map
- Type
- Accident
- Injuries
- 2 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Pilatus P3-05 · all P3-05s on the register
- Registration
- N860MK · no longer on the register · serial 498-47
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The single-engine experimental airplane was the lead airplane in a formation with three other airplanes, in cruise flight at 1,500 feet above the ground, when it suddenly experienced a catastrophic engine failure and began to veer to the left toward one of the other airplanes. The pilot of the other airplane turned to avoid the accident airplane, and noticed that the accident airplane's cockpit was filling with smoke. Oil was also seen streaming back onto the canopy. The accident pilot requested help, and one of the other pilots attempted to guide him to a safe off-field landing. The accident pilot was then observed to open the cockpit canopy. Smoke and oil were seen pouring onto the pilot's face. The accident airplane then continued to descend until impacting trees and terrain. Examination of the wreckage revealed that the engine's no. 2 connecting rod had separated and punched a hole in the crankcase. A detailed engine exam revealed that the no. 2 connecting rod bearing substrate had delaminated from the steel backing of the bearing, thus allowing excessive bearing clearance. This led to a failure of the rod cap bolts (due to overstress) and separation of the connecting rod from the crankshaft. The separated rod punctured a hole in the engine crankcase, allowing oil to escape and mechanical seizure of the engine. No materials deficiencies of any engine part were noted. The bearing type was the subject of a Lycoming Special Advisory (no. 59-800) in 2000, a Mandatory Service Bulletin (no. 547) in 2001, and another Mandatory Service Bulletin (no. 561) in 2004 which discussed delamination of the bearings for undetermined reasons, and recommended replacement of them with bearings that had "increased durability." These bulletins addressed a higher powered engine (TIO-540), and not the accident engine; however, two other instances of delaminated bearing failures from lower-powered engines (including one similar to the accident engine) were noted. The accident airplane had a propeller installed that was not the one required for normal certification. Additionally, the pilot frequently flew the airplane in formation, thus requiring frequent power changes (with a geared engine). Records indicate that all 6 cylinders were overhauled and sent back to the pilot's mechanic about 6 months before the accident. About 4 months before the accident, the mechanic changed the oil and oil filter about 20 operating hours after the cylinders were replaced. This entry (as well as a previous oil change entry 8 months prior) did not indicate that the oil filters and screens were opened and inspected for metal debris; however, the mechanic stated that he always checked for debris. The airplane had flown an additional 14 flights since the last oil change. The pilot's log indicated that 7 quarts of oil were added to the engine during that time. The final pilot logbook entry was dated one week before the accident and indicated that one quart of oil was added to the engine, at an engine time of 326.2 hours. The logs did not reveal any unresolved discrepancies.
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; instrument: airplane
- Flight time: 1,800 hours in all; 300 in this make and model
- Last flight review: December 19, 2002
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: frt
- Injury: fatal
The aircraft
- Airframe total time: 3,564 hours
- Last inspection: condition inspection, June 10, 2003; 55 hours since
- Maximum gross weight: 3,465 lb
- Seats: 2
- Landing gear: retractable
- Engine: Lycoming IGO-480 (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: TIX Titusville FL at 3:45 pm
- Destination: 7FL6 Daytona Beach FL
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 050° at 8 knots
- Visibility: 10 statute miles
- Sky: scat at 5,500 ft
- Temperature: 79°F (26°C), dew point 63°F (17°C)
- Altimeter: 29.92 inHg
- Observation at 4:00 pm from DAB, 10 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.
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 IAD04LA016.