Navion G accident near Indiantown, Florida, January 24, 1997
On January 24, 1997 at about 9:30 pm local time, a Navion G, registered N2417T, was substantially damaged in an accident near Indiantown, Florida (Indiantown airport). It was a personal flight under general aviation rules (Part 91). 2 people were seriously injured. The weather was visual conditions (good weather).
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The NTSB's probable cause their words, unchanged
Total loss of engine power due to undetermined reasons. Contributing to the accident was the unsuitable terrain encountered during the forced landing. Findings of the follow-up investigation were 1) The airplane had not been operated and no annual inspections were performed between the effective date of Airworthiness Directive 93-16-15 and the date of the last annual inspection (May 1996), 2) AD 93-16-15 requiring replacement of the installed fuel pump drive coupling was not complied with by the IA at the last annual inspection and no entry was made in the maintenance records indicating compliance required within 30 hours time in service, 3) the pilot unknowingly operated the airplane approximately 8 hours past the 30 hour compliance time specified by the AD, and 4) the reason for the AD (mechanical damage to the fuel pump drive coupling), was not present in the accident fuel pump drive coupling.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 24, 1997 · about 9:30 pm local time
- Place
- Indiantown, Florida · Indiantown · map
- Type
- Accident
- Injuries
- 2 people were seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Navion G
- Registration
- N2417T · registry record · serial NAV-4-2417
- 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 he performed an engine run-up before departure with no discrepancies noted. After takeoff during the initial climb about 300 feet above ground level after retracting the landing gear, the engine experienced a sudden and complete loss of engine power. The pilot maneuvered the airplane to the right to avoid hangars and while descending, the airplane first collided with trees then the ground. Post accident examination of the fuel delivery and vent systems revealed no evidence of blockage. The fuel selector was in the 'main' tank detent with sufficient fuel and no contaminants noted. The gascolator was drained and found to contain only 3-4 tablespoons of fuel with no contaminants noted. The magneto switch and electrically operated auxiliary fuel pump operationally checked good post crash. The engine was removed and after replacement of impact damaged components, was started and found to operate normally using the engine driven fuel pump. No determination could be made as to the reason for the total loss of engine power. Follow-up investigation approximately 2 1/2 years after the accident determined the engine driven fuel pump was disassembled after the successful engine run. Airworthiness Directive (AD) 93-16-15 with an effective date of September 27, 1993, requiring replacement of the installed fuel pump drive coupling within 30 hours time in service from the effective date, was not complied with by the IA at the last annual inspection (May 1996); no entry was made indicating the AD was due in 30 hours. No annual inspections were performed and the airplane was not operated between the effective date of the AD and the May 1996, inspection. The AD was generated due to finding mechanical damage to the end of the drive couplings in seven engine driven fuel pumps, this condition was not evident in the accident fuel pump drive coupling. The airplane had accumulated approximately 38 hours time in service since the last annual inspection; 15.5 of which were by the accident pilot.
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: private
- Ratings: single-engine land; instrument: airplane
- Flight time: 516 hours in all; 16 in this make and model; 23 in the last 90 days; 21 in the last 30 days; 386 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 1,786 hours
- Last inspection: annual inspection, May 4, 1996; 38 hours since
- Maximum gross weight: 3,250 lb
- Seats: 4
- Landing gear: retractable
- Engine: Continental IO-520-B (piston); 0 hours total
The flight
- Departed from: X58 at 9:30 pm
- Destination: SUA Stuart FL
- Flight plan: none
- Runway 13, 6,300 ft by 250 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 130° at 12 knots
- Visibility: 12 statute miles
- Sky: scat at 3,000 ft
- Temperature: 0°F (-18°C), dew point 0°F (-18°C)
- Altimeter: 30.00 inHg
- Observation at 9:49 pm from FPR, 27 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 1 |
Other NTSB records under N2417T the same tail number, which may have belonged to a different aircraft at the time
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 docket at the NTSB holds the report as a PDF and the investigation's photographs and documents. This site 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 MIA97LA072.