North American T-28C accident near Deland, Florida, June 20, 2004
On June 20, 2004 at about 2:50 pm local time, a North American T-28C, registered N28BZ, was substantially damaged in an accident near Deland, Florida (New Smyrna Beach airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
A loss of engine power due to an engine master rod bearing failure for undetermined reasons, resulting in damage to the airplane during the subsequent forced landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 20, 2004 · about 2:50 pm local time
- Place
- Deland, Florida · New Smyrna Beach · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- North American T-28C · all T-28Cs on the register
- Registration
- N28BZ · registry record · serial 140637
- 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 during a slow climb after takeoff, a lighted chip light in the airplane's cockpit illuminated. Shortly thereafter, he said he felt the first engine shudder/backfire, and he then made a "Mayday" call, and proceeded to the nearest airport to land. Along the way, the pilot said he increased power in an attempt to ensure he would reach the airport, and initially felt the airplane accelerate, but about 30 seconds later, in addition to the illuminated chip light and vibration associated with the engine, suddenly there was a severe rumble again, followed by the engine operating distinctively rough. He noted little puffs of black smoke, coming out of the stacks around the fuselage, and since there was a heavy forested area ahead, he said he turned the airplane toward a field, to affect a landing. The approach and landing flare/touchdown were uneventful, but during the landing rollout the airplane impacted a ditch, and incurred substantial damage. According to the FAA inspector who responded to the accident, an engine master rod bearing failed.
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; single-engine land; instrument: airplane
- Flight time: 800 hours in all; 0 in this make and model; 40 in the last 90 days; 8 in the last 30 days; 700 as pilot in command
- Last flight review: January 1, 2003
- Medical certificate: Class 2
- Seat: frt
- Injury: no injuries
The aircraft
- Airframe total time: 9,034 hours
- Last inspection: annual inspection, June 1, 2004; 1 hours since
- Maximum gross weight: 8,000 lb
- Seats: 2
- Landing gear: retractable
- Engine: Curtis Wright R1820-86B (piston); 0 hours total
The flight
- Departed from: EVB New Smyrna Beac FL at 2:45 pm
- Destination: CSG Columbus GA
- Flight plan: VFR
Weather at the time
- Light: daylight
- Wind: from 250° at 10 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 4,000 ft; scat at 2,300 ft
- Temperature: 90°F (32°C), dew point 75°F (24°C)
- Altimeter: 30.01 inHg
- Observation at 2:50 pm from DAB
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.