History of Flight
On September 19, 2010, at approximately 1230 eastern daylight time, a Piper PA-28R-200, registration N799SQ, was substantially damaged during a forced landing after a total loss of engine power during the initial climb. The certificated private pilot and his passenger were not injured. Visual meteorological conditions prevailed for the flight, which departed from Barnwell Regional Airport (BNL), Barnwell, South Carolina, destined for Twin City Airport (5J9), Loris, South Carolina. No flight plan was filed for the personal flight conducted under 14 CFR Part 91.
According to the pilot, earlier that day he and his passenger had flown into BNL from Ocean Springs Airport (5R2), Ocean Springs, Mississippi. After fueling and checking the oil quantity, they departed for 5J9. At approximately 1,000 feet above mean sea level, the airplane began to "make a load banging noise" and shake "violently." The pilot then looked at the oil pressure gauge and noticed there was "no pressure." He attempted to turn back to the airport but realized he would be unable to reach it. He observed a small field to his left and "chose to put the plane down." There were a few small trees in the center of the field, and he "tried to clear them" but was unable to do so. The airplane struck the trees, and the wings separated from the fuselage. Following impact with the ground, the landing gear separated, and the airplane slid to a stop on its belly.
Personnel Information
The pilot held a private pilot certificate with ratings for airplane single-engine land and multi-engine land. His most recent application for a FAA third-class medical certificate was on January 7, 2009. He reported 540 total hours of flight experience.
Aircraft Information
The airplane was manufactured in 1975 and powered by a Lycoming IO-360-C1C engine. Its most recent annual inspection was completed on June 4, 2010, at which time it had accumulated 4,583.4 total hours of operation.
Meteorological Information
A weather observation taken about 5 minutes after the accident reported wind from 040 degrees at 8 knots, visibility 10 miles, few clouds at 3,600 feet, temperature 29°C, dew point 18°C, and an altimeter setting of 30.13 inches of mercury.
Wreckage and Impact Information
A cursory examination by the FAA revealed that after striking trees, the fuselage came to rest upright 25 to 50 yards from where the wings had separated. The FAA did not examine the engine at the site. At the request of the NTSB, an FAA certificated airframe and powerplant mechanic examined the engine. Oil was present, and the oil pump was functional. Further examination revealed metal fragments in the oil, which were identified as the remains of the No. 1 connecting rod bolts and a portion of the No. 1 connecting rod end cap.
Additional Information
Review of aircraft records showed that the airplane was imported from Canada in 2001, at which time the engine had accrued 993.1 hours since its last overhaul. At the time of the last annual inspection, the engine had accrued 2,079.1 hours of operation, which was 79.1 hours greater than the manufacturer's recommended time between overhauls (TBO). Lycoming Service Instruction No. 1009AU notes that TBO can be established on engines with Lycoming parts only and is not applicable if non-Lycoming parts are present. Factors such as service experience, operating conditions, and frequency are considered, and Lycoming gives no assurance that any operator will achieve the recommended TBO. Additionally, Lycoming advises that continuous service assumes the aircraft will not be out of service for an extended period; engine deterioration can occur from corrosion and hardening of materials if inactive.