Fuji LM-1 "NIKKO" accident near Odessa, Florida, January 1, 1985
On January 1, 1985 at about 6:30 pm local time, a Fuji LM-1 "NIKKO", registered N2104X, was substantially damaged in an accident near Odessa, Florida. It was a business flight under general aviation rules (Part 91). 2 people were seriously injured and 2 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The NTSB has not yet published a probable cause for this accident. Investigations usually take one to two years; this page updates when the final report is released.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 1, 1985 · about 6:30 pm local time
- Place
- Odessa, Florida · map
- Type
- Accident
- Injuries
- 2 people were seriously injured and 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Fuji LM-1 "NIKKO" LM-1 "NIKK
- Registration
- N2104X · no longer on the register · serial 21014
- Damage
- Substantial damage
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE ACFT COLLIDED WITH THE GROUND IN AN ACFT PARKING AREA ON THE ARPT AFTER A LOW ALT LOOP WHICH WAS NOT COMPLETED PRIOR TO GROUND CONTACT. THE PLT HAD MADE ONE LOW PASS DOWN THE RWY IN FORMATION WITH ANOTHER FUJI ACFT, A 2ND PASS ENDED IN AN AILERON ROLL, AND DURING THE 3RD PASS, EST BY WITNESSES AS 10-20 FT AGL, THE PLT PULLED UP INTO A LOOP. DURING THE DESCENDING BACKSIDE OF THE LOOP INSUFFICIENT ALT REMAINED TO COMPLETE THE MANEUVER. THE ACFT SLID ON ITS BELLY INTO SEVERAL PARKED ACFT BEFORE STOPPING. THE PLT WAS GIVING A DEMO RIDE TO POTENTIAL MEMBERS OF VALIANT AIR COMMAND AT THE TIME OF THE ACCIDENT. THE PLT REPORTED NO MECHANICAL PROBLEMS WITH THE ACFT. THE TOXICOLOGY REPORTS REVELAED NO ABNORMAL LEVELS OF ANY SUBSTANCE THAT COULD BE CONSIDERED A FACTOR IN THIS ACCIDENT.
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 engineer
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 8,218 hours in all; 70 in this make and model; 150 in the last 90 days; 3,218 as pilot in command
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 6,364 hours
- Last inspection: 100-hour inspection, May 4, 1984; 34 hours since
- Maximum gross weight: 3,250 lb
- Seats: 4
- Landing gear: retractable
- Engine: Continental O-470-13A (piston); 0 hours total
The flight
- Flight plan: none
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 110° at 10 knots
- Visibility: 20 statute miles
- Sky: scat at 3,500 ft
- Temperature: 81°F (27°C), dew point 64°F (18°C)
- Altimeter: 30.00 inHg
- Observation at 6:55 pm from PIE, 15 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 1 | 2 |
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 N2104X 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.