Cessna 205 accident near Edison, Washington, April 2, 1999
On April 2, 1999 at about 10:25 pm local time, a Cessna 205, registered N8464K, was substantially damaged in an accident near Edison, Washington. It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
A total loss of engine power due to fatigue of the number six crankcheek resulting in crankshaft separation, and the lack of suitable terrain. Contributing factors were the sign and the ditch.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 2, 1999 · about 10:25 pm local time
- Place
- Edison, Washington · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 205
- Registration
- N8464K · no longer on the register · serial 2050460
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
Shortly after takeoff, and while cruising at 3,000 feet (mean sea level) over Samish Bay, the Cessna 205's Continental IO-470-S engine ceased developing power. With the propeller continuing to windmill, and only muddy fields available, the pilot initiated a forced landing to a north/south paved road at the south end of the bay. The pilot, observing power lines along the west side of the road, landed along the east side. During the landing roll the left wing impacted a sign. With the pilot being unable to maintain directional control of the aircraft following the sign impact, the aircraft departed the left side of the road into a deep ditch. Post-crash examination of the engine revealed that the crankshaft had separated at the number six cheek. Metallurgical examination of the crankshaft revealed that a large area in the central portion of number six cheek fracture surface displayed a smooth texture and contained multiple crack arrest features, characteristic of fatigue progression originating at the outboard flat surface of the crankcheek, approximately at the mid point between the horizontal centerlines for the main and rod journals. No further determination could be made regarding the initiating condition of the fatigue due to post-separation heat and mechanical damage to the fracture features.
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: 333 hours in all; 197 in this make and model; 14 in the last 90 days; 5 in the last 30 days; 281 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 4,398 hours
- Last inspection: annual inspection, June 10, 1998; 61 hours since
- Maximum gross weight: 3,300 lb
- Seats: 6
- Landing gear: fixed
- Engine: Continental IO-470-S (piston); 0 hours total
The flight
- Departed from: BLI Bellingham WA at 10:15 pm
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 270° at 7 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 7,000 ft; not recorded
- Temperature: 48°F (9°C), dew point 36°F (2°C)
- Altimeter: 29.00 inHg
- Observation at 10:53 pm from BLI, 15 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.