Republic RC-3 accident near Geyserville, California, May 14, 2005
On May 14, 2005 at about 10:50 pm local time, a Republic RC-3, registered N6292K, was substantially damaged in an accident near Geyserville, California. It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries; 2 others were unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
A loss of engine power due to failure of the number 1 connecting rod bearing due to a probable oil starvation.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 14, 2005 · about 10:50 pm local time
- Place
- Geyserville, California · map
- Type
- Accident
- Injuries
- 1 person had minor injuries; 2 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Republic RC-3 · all RC-3s on the register
- Registration
- N6292K · no longer on the register · serial 505
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
Shortly after takeoff the engine lost power and the airplane nosed over during a gear up emergency landing in a vineyard. No discrepancies were noted with the run-up or initial climb out. About 7 miles into the flight, both the pilot and pilot/mechanic passenger noted a rise in oil temperature and a corresponding drop in oil pressure. The rear seat passenger heard "banging and clattering" coming from the engine during this time. The pilot attempted to make an alternate airport; however, a loud bang was heard, the engine lost power, and the pilot landed in a vineyard. The engine examination revealed that the number 1 connecting rod had separated and knocked a hole in the engine case. The connecting rod end cap contained deformation and bluing. The associated rod journal contained bearing transfer (a bronze/orange discoloration). Oil was in the engine case as well as on the outside of the engine cowling. Oil was drained from the oil sump, with metal debris found in the oil. The two sets of spark plugs for the number 1 and number 3 cylinders were oil sooted and contained foreign debris around the electrodes.
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: commercial pilot
- Ratings: multi-engine land; multi-engine sea; single-engine land; single-engine sea; instrument: airplane; rotorcraft: helicopter
- Flight time: 10,000 hours in all; 28 in this make and model
- Last flight review: March 1, 2005
- Medical certificate: Class 2
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 295.7 hours
- Last inspection: annual inspection, May 1, 2005; 4 hours since
- Maximum gross weight: 3,150 lb
- Seats: 4
- Landing gear: retractable
- Engine: Franklin GA8-215-B9F (piston); 0 hours total
The flight
- Departed from: STS Santa Rosa CA at 10:30 pm
- Destination: E20 Lake Berryessa CA
- Flight plan: none
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 110° at 11 knots
- Visibility: 10 statute miles
- Sky: a few clouds at 4,500 ft
- Temperature: 73°F (23°C), dew point 63°F (17°C)
- Altimeter: 29.95 inHg
- Observation at 10:53 pm from STS, 7 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 1 | 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.