Accident Overview
On January 18, 2009, at 1400 eastern standard time, a Cessna 152, registration N6566P, was substantially damaged during a forced landing near Wauchula, Florida, after a total loss of engine power. The certificated private pilot and a passenger reported no injuries. The airplane was registered to J.A. Mega Aircraft LLC and operated by Dean International Inc. as a 14 Code of Federal Regulations Part 91 personal flight. Visual meteorological conditions prevailed, and no flight plan was filed. The flight originated from Brooksville, Florida, about 1315.
The pilot reported climbing from 7,200 to 7,500 feet mean sea level while utilizing flight following with air traffic control (ATC). The engine began vibrating, the engine temperature was high, and then the engine shut down. The pilot contacted ATC, reported the situation, and set the transponder to the emergency code. ATC informed the pilot that the nearest airport was 10 miles away. The pilot determined he would not reach the airport and executed a forced landing to a phosphate field. During the landing rollout, the nose landing gear collided with a small grassy hill, causing the airplane to nose over.
Engine Examination
A Federal Aviation Administration inspector and a representative from the engine manufacturer examined the engine assembly on February 3, 2009, at a local salvage company. The engine displayed no outward indication of mechanical malfunction, but high heat paint discoloration was present on the cylinder heads. The engine crankshaft was seized and would not rotate. Partial disassembly revealed about 6 quarts of dark black oil in the engine. The oil filter was removed, opened, and found to contain metallic contamination.
Further examination showed evidence of dirt particle embedment on the No. 1 and No. 2 cylinder connecting rod bearings (part number AEL69373M006). The No. 3 connecting rod bearing was destroyed, with only small steel fragments remaining; the connecting rod was found disconnected from the crankshaft. The separated No. 3 rod cap sustained secondary mechanical damage. The associated broken rod bolts (part number SL78027G) were retrieved and displayed overload signatures. The No. 4 connecting rod remained attached but exhibited heavy heat damage consistent with oil starvation.
Maintenance History
Review of the maintenance logbooks indicated that the engine was field-overhauled on March 18, 2008, and had accumulated 822 hours since that overhaul. The operator performed regular 100-hour inspections, but the maintenance records did not indicate the frequency of oil changes. A representative of the operator stated that oil changes were accomplished at the 100-hour inspection interval. However, Lycoming Mandatory Service Bulletin No. 480E, Section I.C, states that engines equipped with a full-flow filtration system require oil changes at 50-hour intervals.