Accident Details
On March 15, 2011, at approximately 1330 eastern daylight time, a Cessna 182P, registration N430ML, experienced a total loss of engine power while descending near Alachua, Florida. The pilot conducted a forced landing to a field. The airplane nosed over and came to rest inverted, resulting in substantial damage. The certificated private pilot was not injured. The flight operated under 14 CFR Part 91 as a personal flight, with visual meteorological conditions and no flight plan. The flight departed Leesburg International Airport around 1200, destined for Cannon Creek Airpark in Lake City, Florida.
According to the pilot, the engine lost partial power during a descending left turn to set up a visual approach. The pilot moved the mixture to full, switched the fuel selector from right to left and then to both, but could not restore power. Increasing the throttle led to total power loss. The forced landing followed. The destination airport was approximately 19 miles from the accident site.
Pilot Information
The pilot held a private pilot certificate for airplane single-engine land, glider, and an instrument airplane rating. The most recent third-class medical certificate was issued in January 2011. The pilot reported 2,000 total flight hours, with 750 hours in the same make and model.
Aircraft Information
The airplane, manufactured in 1974, was an all-metal, high-wing, single-engine, fixed tricycle landing gear monoplane. It was equipped with a 300-horsepower Continental Motors IO-550 series engine. The most recent annual inspection was on March 1, 2010, with a tachometer reading of 1492.9 hours. At the accident, the tachometer indicated 1504.4 hours. The engine was installed new in July 2001. At the annual inspection, the engine had 739.2 total hours; at the accident, it had 750.7 total hours and 217.4 hours since all six cylinders were replaced. Oil changes were performed at the annual inspection and regular intervals.
Post-Accident Examination
A post-accident examination revealed fuel in both tanks. The engine partially rotated by hand with resistance.
Engine Examination
The engine was examined at the manufacturing facility in Mobile, Alabama on August 26, 2011. Fourteen quarts of oil were drained. The starter adapter drive showed gear tooth wear. The oil pump assembly had scoring on housing and gears, and metal fragments inside. The oil pressure relief valve was damaged. The left magneto drive gear did not rotate freely due to a broken gear tooth wedged between the idler gear and magneto gear; after removal, it rotated freely. The oil sump revealed the No. 1 exhaust lifter seized in the lifter boss. Spalling was present on all lifter faces. All camshaft lobes exhibited excessive wear and spalled surfaces. Two cylinder deck nuts and one through bolt on the No. 3 cylinder were below minimum torque. Cylinder bores showed normal wear; piston domes normal wear with multiple valve strike indications. Valves had hammered faces, sharp edges on retainer slots, and mushroomed tips. The crankcase halves had no fretting or deformation. The camshaft gear was missing nine teeth plus one partially damaged; the crankshaft gear missing four consecutive teeth and one tooth from another location. Valve lifters were within manufacturer specifications for bleed down. Cylinder valve-to-guide measurements were normal. Magnetos produced spark on all towers. The fuel pump pressure setting was higher than manufacturer specifications. The fuel metering and throttle body flowed on the low side of specifications. The fuel manifold valve flowed below specifications. Contaminants were found in the fuel metering unit screen. The oil filter contained metal particles consistent with steel and aluminum.
Metallurgical Evaluation
The camshaft gear, crankshaft gear, an exhaust valve, lifter, and oil sump debris were evaluated. Both gears had missing teeth; fracture surfaces were damaged from post-separation contact. The camshaft gear, crankshaft gear, exhaust valve, and lifter met material property requirements. The debris was identified as nitrided gear material and lifter fragments. No documented propeller strikes had occurred since engine installation.