Amateur-built Pober Jr Ace accident near Oxford, Connecticut, August 27, 2005
On August 27, 2005 at about 5:15 pm local time, a amateur-built Pober Jr Ace, registered N37KT, was substantially damaged in an accident near Oxford, Connecticut. 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
A fractured oil pressure line, which resulted in the fracture of the number 3 cylinder connecting rod bearing, and subsequent loss of engine power.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 27, 2005 · about 5:15 pm local time
- Place
- Oxford, Connecticut · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built Pober Jr Ace
- Registration
- N37KT · registry record · serial 001
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
While in cruise flight, at an altitude of 3,500 feet, the engine began to lose oil pressure, followed shortly thereafter by a "clicking" sound. The propeller then stopped turning, and the pilot immediately turned toward the airport for a forced landing. He then realized that he did not have sufficient altitude to glide to the airport, and selected a corn field to perform a forced landing to. Upon touchdown, the airplane bounced "hard" and continued down the sloped field, until it impacted trees. Examination of the engine revealed the copper oil pressure line fractured at its fitting, and the number 3 cylinder connecting rod bearing was also fractured. Examination of the airplane's maintenance logbooks revealed entries from September 4, 2001 to August 26, 2005. The August 26th entry stated, "cleaned plugs," and the entry prior to that, on November 23, 2004, was for an "oil change." The most recent airworthiness inspection was performed by the pilot/repairman on September 8, 2004, during which no abnormalities were noted. The airplane accumulated 88.8 hours since the 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: private
- Ratings: single-engine land
- Flight time: 335 hours in all; 321 in this make and model; 19 in the last 90 days; 13 in the last 30 days; 222 as pilot in command
- Last flight review: August 1, 2005
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 337 hours
- Last inspection: annual inspection, September 1, 2004; 97 hours since
- Maximum gross weight: 1,571 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-235 (piston); 0 hours total
The flight
- Departed from: ALB Albany NY at 3:30 pm
- Destination: 42B East Haddam CT
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 170° at 9 knots, gusting 15
- Visibility: 10 statute miles
- Sky: scat at 4,000 ft
- Temperature: 75°F (24°C), dew point 57°F (14°C)
- Altimeter: 30.12 inHg
- Observation at 5:15 pm from OXC, 5 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.