Accident Overview
On December 28, 2008, approximately 0830 mountain standard time, a single-engine Piper PA-28R-201T, registration N3064M, was substantially damaged during a forced landing to a field near Santa Fe Municipal Airport (KSAF), Santa Fe, New Mexico. The pilot and three passengers were not injured. Visual meteorological conditions prevailed, and the personal flight was conducted under Part 91 without a flight plan. The cross-country flight had departed KSAF at about 0815 en route to Scottsdale Airport (KSDL), Scottsdale, Arizona.
Pilot Report
According to the pilot's accident report, the airplane had been preheated for at least three hours using a Tanis heater before departure. While cruising at 10,500 feet, the pilot noticed a drop in oil pressure and decided to return to KSAF. During the return, the engine began running rough, which progressed until it failed completely. During the forced landing, the right wing contacted a fence post, crushing the leading edge aft and wrinkling it. The spar and several ribs were damaged, and the fuel tank ruptured.
Weather Conditions
Weather at KSAF was reported as calm winds, 10 miles visibility, clear skies, temperature minus 8 degrees Celsius, dew point minus 16 degrees Celsius, and an altimeter setting of 30.32 inches of mercury. Temperatures three hours prior to the accident were as low as minus 12 degrees Celsius.
Engine Examination
The engine was removed and shipped to Teledyne Continental Motors in Mobile, Alabama, for examination. On April 30, 2009, investigators from Teledyne Continental Motors and the National Transportation Safety Board examined the engine. A large hole was noted on the left side of the crankcase half, in-line and above the orifice for the number two cylinder. Further examination revealed mechanical damage on the number one, three, and four bays of each crankcase half. Mechanical damage was also found on the rearward three camshaft lobes, the counterweight assembly on the crankshaft, and the cylinder skirts on all four cylinders.
The number one and number two connecting rods and connecting rod bearings were broken, fractured, and fragmented, exhibiting thermal and mechanical damage. The bearing fragments showed lubrication and thermal distress. Examination of the crankshaft revealed mechanical damage, lubrication distress, and thermal discoloration to the number one and number two connecting rod journals. The remaining engine components exhibited normal operating and lubrication signatures, and all oil galleys and passages were clear of blockages or contamination. No further anomalies were noted.