Amateur-built Velocity accident near Sebastian, Florida, July 1, 2003
On July 1, 2003 at about 4:40 pm local time, a amateur-built Velocity, registered N51576, was substantially damaged in an accident near Sebastian, Florida. It was a personal flight under general aviation rules (Part 91). 1 person was seriously injured and 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The improper repair of the crankshaft by a FAA Certified Repair Station resulting in fatigue failure and subsequent total loss of engine power. A factor in the accident was the rough/uneven terrain encountered by the pilot during the landing roll in a field.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 1, 2003 · about 4:40 pm local time
- Place
- Sebastian, Florida · map
- Type
- Accident
- Injuries
- 1 person was seriously injured and 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built Velocity
- Registration
- N51576 · registry record · serial DMO-0112
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot stated that about 10 minutes after takeoff during cruise flight at 1,500 feet with the passenger flying the airplane, the engine briefly "shuddered", and the rpm dropped to 2,000, then to zero. He took the controls and attempted to restore engine power but was unsuccessful. He maneuvered the airplane for a forced landing in a field, and when the flight was approximately 20 feet above ground level he recognized there were drainage ditches in the field. The airplane was landed in the field, and during the landing roll the nose landing gear collapsed after traveling into a ditch. The airplane then slid into a second ditch, and came to rest approximately 158 feet from the first ditch impact location. Examination of the engine revealed the crankshaft was fractured at the No. 3 cylinder connecting rod journal; there was no evidence of lack of lubrication or fretting on the faying surfaces of the crankcase halves. Metallurgical examination of the crankshaft revealed the fracture surface was located in the aft radius of the No. 3 connecting rod journal; fatigue progression was noted to initiate from the intersection of the radius and the journal. The fracture propagated in a plane perpendicular to the journal surface from a single origin. The fatigue initiation site did not contain scoring marks or scratches. All connecting rod journals measured 2.114 inches. The No. 3 connecting rod journal superficial macro hardness was slightly below the minimum specified limit, while the core hardness was within limits. The overall aft radius was determined to be 0.152 inch, while a localized transition radius of .015 inch at the fatigue origin location was noted. The crankshaft had been to two FAA certified repair stations (FAA CRS), the first time on December 14, 1991, and the second time on August 2, 2001. Both repair stations rejected the crankshaft due to a crack in the No. 1 main bearing area. The records from the facility that inspected the crankshaft in 2001 indicate the No. 3 connecting rod journal measured 2.1193 inches at the time it was rejected; no work was performed to it. The owner reported that following the rejection in 2001, he took the crankshaft to another FAA CRS who reportedly ground two connecting rod journals and polished the crankshaft. The owner did not have a receipt or yellow tag for the work performed to the crankshaft. The engine was assembled, and had been operated 87.8 hours since being reassembled at the time of the crankshaft failure. The president of the FAA CRS that the owner of the airplane reported last worked on the crankshaft reported he did not have any records pertaining to the accident crankshaft. He also reported that he voluntarily closed his business in August 2002, to retire.
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; instrument: airplane
- Flight time: 4,200 hours in all; 1,247 in this make and model; 4 in the last 90 days; 3 in the last 30 days; 4,200 as pilot in command; 1,720 on instruments
- Last flight review: August 10, 2002
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: minor injuries
Crew member
- Certificate: private
- Ratings: single-engine land
- Flight time: 204 hours in all; 4 in the last 90 days; 3 in the last 30 days
- Last flight review: July 17, 2002
- Medical certificate: Class 3 (expired)
- Seat: rgt
- Injury: serious injuries
The aircraft
- Airframe total time: 760 hours
- Last inspection: condition inspection, March 11, 2003; 24.1 hours since
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-360-A1A (piston); 0 hours total
The flight
- Departed from: X26 Sebastion FL at 4:30 pm
- Destination: KPIE St. Petersburg FL
- Flight plan: none
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 130° at 15 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 88°F (31°C), dew point 75°F (24°C)
- Altimeter: 30.11 inHg
- Observation at 4:53 pm from KVRB
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.
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.