Ryan ST3KR accident near Lake City, Florida, July 10, 1999
On July 10, 1999 at about 5:30 pm local time, a Ryan ST3KR, registered N47306, was substantially damaged in an accident near Lake City, Florida (Lake City airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the improper maintenance and inspection of the propeller system, which resulted in loose and improperly torqued bolts, causing the subsequent failure of a propeller blade.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 10, 1999 · about 5:30 pm local time
- Place
- Lake City, Florida · Lake City · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Ryan ST3KR
- Registration
- N47306 · registry record · serial 1358
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
While at a cruise altitude of 2,500 feet msl the pilot reported that the airplane started to vibrate. He attempted to shut down the engine with no response. He elected to land at a nearby airport, and landed without incident. Examination of the airplane revealed that the propeller came loose from the flange. All of the propeller bolts were found backed out, and none of the bolts were safety wired. The pilot had just purchased the airplane. Examination of the airplane after the accident revealed that several inches of the leading edge of one blade of the propeller was missing. One of two propeller blades split in half from the center to the tip, the propeller bolts were found loose, and all evenly backed out approximately one quarter inch. No locking device or safety wires were attached to the bolt heads. The data sheet does not list the propeller for installation on this aircraft. There were no log book entries found to indicate that the propeller bolts were torqued or tracked on installation or at annual inspection.
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; instrument: airplane; rotorcraft: balloon
- Flight time: 30,000 hours in all; 12 in this make and model; 240 in the last 90 days; 80 in the last 30 days
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: rear
The aircraft
- Airframe total time: 2,847 hours
- Last inspection: annual inspection, May 31, 1999
- Maximum gross weight: 1,200 lb
- Seats: 2
- Landing gear: fixed
- Engine: Kinner R-56 (piston); 0 hours total
The flight
- Departed from: ABY Albany GA at 5:00 pm
- Destination: GNV Gainsville FL
- Flight plan: none
- Runway 28, 6,000 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 310° at 5 knots
- Visibility: 10 statute miles
- Sky: scat at 4,700 ft
- Temperature: 90°F (32°C), dew point 72°F (22°C)
- Altimeter: 30.00 inHg
- Observation at 6:53 pm from GNV, 45 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.