Accident Overview
On January 20, 2009, at 1549 Hawaiian standard time, a Cessna 177B, registration N30740, operated by Moore Air, Inc., was substantially damaged during a forced landing following a loss of engine power at Honolulu International Airport, Honolulu, Hawaii. The private pilot sustained minor injuries; his passenger was not injured. The flight was conducted under 14 Code of Federal Regulations Part 91 in visual meteorological conditions. The local flight was originating at the time of the accident, and no flight plan had been filed.
Sequence of Events
According to the pilot, after taking off from runway 22L, he leveled off at 1,500 feet and reduced propeller rpm to 2,300 rpm. As he began to reduce manifold pressure, oil sprayed onto the windshield, limiting his visibility to the left and right cockpit windows. The pilot informed air traffic control and initiated a 180-degree turn back to the airport. ATC cleared him to land on runway 8L, which measured 12,300 feet by 150 feet. As the airplane approached the airport, the pilot felt a "severe vibration," and shortly thereafter, the engine "seized." The pilot established best glide speed. Due to limited forward visibility from the oil on the windshield, he overshot runway 8L and executed a forced landing onto a grassy area. During the landing roll, the nose landing gear separated, and the airplane nosed down.
Examination Findings
An FAA inspector examined the airplane and found the firewall buckled, the outboard 4 feet of the right wing's leading edge crushed aft, and a hole in the top of the engine case above the number 3 cylinder. The propeller governor oil line was fractured at the "B" nut securing it to the front of the crankcase. Further examination by an airframe and powerplant mechanic revealed that the propeller governor oil line was not properly secured. According to the engine manufacturer's parts manual, the line should be secured by two clamps. The forward clamp and its securing bolt and washers were missing. The aft clamp was broken, with the rounded part missing.
Maintenance History
Review of the engine maintenance logbook showed that on November 13, 2008, at a tachometer time of 2,816.5 hours, a 100-hour inspection was performed and the airplane was determined airworthy. Based on FAR Part 43, Appendix C, such an inspection requires checking lines, hoses, and clamps for leaks, improper condition, and looseness. At the time of the accident, the airplane had flown 89 hours since that inspection.
On January 18, 2009, an entry in the airplane's "Aircraft Discrepancy Log" stated "Oil leak." The certified airframe and powerplant mechanic assigned to correct the discrepancy reported finding oil deposits on the windshield, engine cowling, front of the engine, and propeller blades. From the location of the deposits, he concluded the oil likely leaked from the front crankshaft seal. The mechanic stated he inspected the governor oil pressure line for tightness and leaks and found it dry and secured. After replacing the crankshaft seal and propeller base o-ring, he and another mechanic ran the engine at various speeds with no oil leaks noted. The repair was completed on January 19, 2009, and the accident flight was the first flight following the repair.