Israel Aircraft Industries 1124 incident near Melbourne, Florida, December 19, 1993
On December 19, 1993 at about 5:15 am local time, a Israel Aircraft Industries 1124, registered N74JM, suffered minor damage in an incident near Melbourne, Florida. It was an executive or corporate flight under general aviation rules (Part 91). No one was hurt; 9 people were on board or involved. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
WAS INADEQUATE QUALITY CONTROL BY THE ENGINE MANUFACTURER WHICH RESULTED IN FAILURE OF THE SECOND STAGE LOW PRESSURE TURBINE DISK DUE TO A MACHINING ANOMALY AND REDUCED FATIGUE STRENGTH DUE TO SUB STANDARD HEAT TREAT PROCESSING.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 19, 1993 · about 5:15 am local time
- Place
- Melbourne, Florida · map
- Type
- Incident
- Injuries
- No one was hurt; 9 people were on board or involved.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Israel Aircraft Industries 1124 · all 1124s on the register
- Registration
- N74JM · registry record · serial WW-1124A
- Damage
- Minor damage
- Flight
- Executive or corporate flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The flight experienced an uncontained failure of the number two engine while in cruise flight. An uneventful landing was made. Examination of the number two engine indicated the second stage low pressure turbine disk experienced separation of a small segment near the disk rim. Metallurgical examination indicated the separation was due to a machining anomaly and reduced fatigue life due to sub standard heat treat of the disk material.
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
- Ratings: multi-engine land; single-engine land; single-engine sea; instrument: airplane
- Flight time: 4,500 hours in all; 2,400 in this make and model; 3,325 as pilot in command; 25 on instruments
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,723 hours
- Last inspection: approved inspection programme, October 18, 1993; 37 hours since
- Maximum gross weight: 23,650 lb
- Seats: 10
- Landing gear: retractable
- Engine: Garrett TFE-731-3-1G (turbofan); 0 hours total
The flight
- Departed from: DAB Daytona Beach FL at 5:00 am
- Destination: FLL Fort Lauderdale FL
- Flight plan: IFR
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: night, dark
- Wind: from 290° at 5 knots
- Visibility: 0.5 statute miles
- Sky: not recorded
- Temperature: 55°F (13°C), dew point 55°F (13°C)
- Altimeter: 30.00 inHg
- Observation at 5:15 am from MLB, 3 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 | |||
| Passengers | 7 |
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.
About this page
Everything above comes from the NTSB's public accident database: the narrative, probable cause and findings are the NTSB's own words, and the coded tables behind its report (pilot, aircraft, flight, weather, injuries, sequence of events) are written out in plain English. Pilots' ages, home towns and medical details are left out on purpose. The documents and photographs are the NTSB's docket, the folder of records gathered during the investigation, shown as the NTSB released them (the NTSB redacts some personal details first) and listed under the NTSB's own titles. This site's own text never names pilots, passengers or anyone else involved. A preliminary report describes what is known soon after the event and can change; the final report, with the probable cause, usually follows one to two years later and this page is refreshed when it does. Case number MIA94IA040.