Accident Overview
On September 8, 2009, at approximately 1537 eastern daylight time, a Socata TB 9 Tampico, registered as N135ER, sustained substantial damage during a forced landing near Milner, Georgia. The aircraft was operated under 14 CFR Part 91 as a personal flight from Heart of Georgia Regional Airport (EZM), Eastman, Georgia, to Griffin-Spalding County Airport (6A2), Griffin, Georgia. Visual meteorological conditions prevailed, and no flight plan was filed. The private pilot and one passenger were not injured. The flight departed EZM around 1500.
Flight and Emergency Response
After takeoff, the aircraft climbed to 8,500 feet mean sea level (msl) and proceeded toward the destination. The pilot reported initiating a descent when approximately 17 miles from the destination, with engine rpm at 2,550. While between an estimated 7,000 and 6,500 feet msl, the engine began to vibrate and shake severely. The pilot executed emergency procedures and notified Approach Control, estimating his position at 13 miles from 6A2. He selected the nearest airport on his GPS receiver, which indicated 6A2. Reducing power to 2,000 rpm did not alleviate the vibration, and he further reduced to idle. He sighted 6A2 when about 8 miles away. After switching to the common traffic advisory frequency (CTAF), he announced his intentions when 5 miles from the airport.
Landing and Impact
Realizing he would be unable to land at the airport, the pilot announced on CTAF that he would land in a field. He turned left 30 to 45 degrees to align with a field but determined he was too high. He proceeded to a second field, reduced airspeed to 70 knots, and at approximately 100 feet above ground level (agl) secured the engine and extended full flaps. While descending at about 20 feet agl, the aircraft collided with the tops of pine trees. The left wing was struck, causing the airplane to yaw left. Approximately 3 to 4 seconds later, the aircraft reached the ground, and the nose landing gear collapsed.
Post-Accident Examination
Following recovery, examination of the engine revealed that the exhaust valve of the No. 3 cylinder was missing and not recovered. The top of the No. 3 piston exhibited heavy impact damage consistent with the missing exhaust valve.
Engine History
Review of maintenance records showed that overhauled cylinders were installed at all positions when the engine was overhauled on January 23, 1998. The time on each cylinder at the time of overhaul was not documented. The overhauled engine was installed on February 6, 1998, and there was no record indicating that the No. 3 cylinder had been removed or replaced since that date. At the time of the accident, the engine had accumulated approximately 1,918 hours since overhaul.