Cessna 210L accident near Key West, Florida, June 14, 2001
On June 14, 2001 at about 2:37 pm local time, a Cessna 210L, registered N2117S, was substantially damaged in an accident near Key West, Florida. It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries; 4 others were unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The improper installation of the cylinders by other maintenance personnel for failure to assure that the cylinders were properly torqued resulting in fatigue crack in the crankshaft, and crankshaft failure. A finding in the investigation was fretting of both crankcase halves at several areas.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 14, 2001 · about 2:37 pm local time
- Place
- Key West, Florida · map
- Type
- Accident
- Injuries
- 1 person had minor injuries; 4 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 210L · all 210Ls on the register
- Registration
- N2117S · no longer on the register · serial 21061080
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
No discrepancies were noted during the preflight; the oil capacity was 9 quarts. Additionally, there was no report of an engine malfunction either during engine start, taxi, or during the engine run-up before takeoff. After takeoff following the first power reduction, the pilot later reported that the engine made a loud bang, and the rpm indicated zero though the propeller was rotating. Unable to return, she ditched the airplane and all occupants escaped. Examination of the engine revealed no crankshaft continuity to the accessory section. Disassembly of the engine revealed that the crankshaft was fractured at the No. 3 crankshaft cheek; metallurgical examination revealed fatigue. There was no bearing in the No. 2 main bearing position in the crankcases, pieces of it were found in the oil sump. Additionally, a bolt for the No. 2 cylinder connecting rod was fractured near the bolt head. Metallurgical examination of the bearing pieces and of the fractured connecting rod bolt revealed overstress on the undamaged fracture surfaces, and features consistent with bending shear separation, respectively. Metallurgical examination of the crankcase halves revealed brown to black deposists at all cylinder mounting surfaces; the deposits are consistent with corrosion and fretting products. Additionally, fretting and polishing were noted in several areas of both crankcase halves. The No. 2 main bearing saddle area was noted to be, "...severely damaged with large rolled edges formed at the forward and rear edges...." The engine was rebuilt by Teledyne Continental Motors, on August 23, 1988, and installed in the airplane on October 1, 1988. All cylinders were overhauled and installed on the engine on November 25, 1994; at that time the engine had accumulated a total time of approximately 986 hours since major overhaul. Between October 1, 1988, and November 25, 1994, oil samples for analysis were taken 10 times; the oil analysis reports were not located in the maintenance records and were not available from the facility that performed the analysis. There was no record of the repair and/or replacement of the Nos. 2 or 3 cylinders between the time the overhauled cylinders were installed in 1994, and the last entry in the logbook which was dated March 6, 2001. At the time of the accident, the engine had accumulated approximately 548 hours since the overhauled cylinders were installed.
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: airline transport pilot, flight instructor, commercial pilot, private
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane; rotorcraft: glider; rotorcraft: gyroplane
- Flight time: 2,900 hours in all; 530 in this make and model; 16 in the last 90 days; 7 in the last 30 days; 2,775 as pilot in command; 1,565 on instruments
- Last flight review: June 4, 2001
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 4,808 hours
- Last inspection: annual inspection, March 6, 2001; 24 hours since
- Maximum gross weight: 3,800 lb
- Seats: 6
- Landing gear: retractable
- Engine: Continental IO-520-L4B (piston); 0 hours total
The flight
- Departed from: KEYW Key West FL at 2:32 pm
- Destination: MWCR Grand Cayman
- Flight plan: IFR
Weather at the time
- Light: daylight
- Wind: at 3 knots
- Visibility: 10 statute miles
- Sky: scat at 2,500 ft
- Temperature: 86°F (30°C), dew point 77°F (25°C)
- Altimeter: 30.07 inHg
- Observation at 2:53 pm from EYW
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 1 | 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.
Other NTSB records under N2117S 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.