Stinson 108 1 accident near Lodi, California, December 27, 2013
On December 27, 2013 at about 6:55 pm local time, a 1947 Stinson 108 1, registered N8848K, was substantially damaged in an accident during enroute (climb to cruise) near Lodi, California (Kingdon Airpark airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The fatigue failure of the crankshaft, which resulted in a total loss of engine power and subsequent forced landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 27, 2013 · about 6:55 pm local time
- Place
- Lodi, California · Kingdon Airpark · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Stinson 108 1, built 1947 · all 108 1s on the register
- Registration
- N8848K · no longer on the register · serial 108-1848
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that, shortly after takeoff, the engine began to sputter and that it eventually lost all power. The pilot was unable to return to the airport and initiated a forced landing to an open field. During the landing, the airplane struck a berm, nosed over, and then came to rest inverted. A postaccident examination of the engine revealed that the crankshaft and camshaft had broken adjacent to the accessory section. A metallurgical examination of the crankshaft fracture surfaces revealed a thumbnail-shaped pattern consistent with fatigue that had initiated at the crankshaft surface near the edge of the No. 2 connecting rod journal. It is possible that the fatigue initiated due to the No. 2 connecting rod bearing shifting during operation. The camshaft fracture features were consistent with overstress. Maintenance records indicated that the last annual inspection was completed about 9 months before the accident and that, at that time, the engine had accumulated about 250 hours since major overhaul.
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
What happened, in order
- Powerplant sys/comp malf/fail during enroute (climb to cruise) defining event
- Loss of engine power (total) during enroute (climb to cruise)
- Off-field or emergency landing during landing (landing roll)
- Nose over/nose down during landing (landing roll)
The NTSB's findings
- cause Aircraft › Aircraft power plant › Engine (reciprocating) › Recip engine power section › Fatigue/wear/corrosion
- Environmental issues › Physical environment › Terrain › Rough terrain › Contributed to outcome
Pilot
- Certificate: commercial pilot
- Ratings: single-engine land
- Flight time: 1,200 hours in all
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 2,280.3 hours
- Last inspection: annual inspection, March 12, 2013
- Maximum gross weight: 2,150 lb
- Seats: 2
- Landing gear: fixed
- Engine: Franklin 6A4-150-B3 (piston); 0 hours total
The flight
- Departed from: O20 Lodi CA at 6:30 pm
- Destination: MOD Modesto CA
- Flight plan: none
Weather at the time
- Light: daylight
- Visibility: 4 statute miles
- Sky: clear
- Temperature: 48°F (9°C), dew point 39°F (4°C)
- Altimeter: 30.25 inHg
- Observation at 6:55 pm from SKC, 14 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 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.