Accident Details
On June 13, 2012, at about 1015 eastern daylight time, a Piper PA-28-180, registration N9238J, was substantially damaged after a loss of engine power and forced landing near Ocilla, Georgia. The certificated private pilot, the sole occupant, sustained minor injuries. The airplane was registered to a corporation and operated by the pilot under 14 CFR Part 91 as a ferry flight. Visual meteorological conditions prevailed, and no flight plan was filed. The flight originated at Livingston, Tennessee (8A3) at about 0700 and was destined for Clearwater, Florida (CLW).
According to the pilot, while cruising at 2,500 feet mean sea level, the engine began to sputter. He turned north to search for a landing field, then heard a loud noise and the engine lost all power. He force-landed the airplane in a cotton field, and the landing gear collapsed in the soft soil.
Special Flight Permit and Inspection
A Special Flight Permit had been issued on June 7, 2012, by the Nashville, Tennessee FAA Flight Standards District Office to allow the pilot to ferry the airplane to CLW for a potential sale. The permit required an inspection by a certificated mechanic or repair station to determine the airplane's safety for the intended flight. The permit was necessary because the aircraft lacked a current annual inspection; the last annual inspection was performed on March 29, 2007. An inspection was conducted on June 7, 2012, to comply with the permit. On the same day, the mechanic changed the engine oil and oil filter and performed an engine run-up with no anomalies noted.
Examination Findings
A Federal Aviation Administration (FAA) inspector examined the wreckage at the accident site and confirmed substantial damage to the engine firewall and fuselage. Initial examination of the engine revealed damage to the number one cylinder and a hole in the upper case. The engine oil sump contained oil. The wreckage was recovered to Tennessee for further examination.
On October 1, 2012, the NTSB investigator-in-charge performed an engine examination at the owner's storage facility in Livingston, Tennessee. External examination revealed a puncture hole in the upper right side case and another in the lower left side case. The end of one connecting rod protruded through the lower left case and could not be moved by hand.
The engine-driven oil pump was removed and examined. When manually rotated, it exhibited no binding or noise, and the gears turned smoothly. Suction was observed as the drive coupling was rotated. The unit was disassembled and showed no anomalies; it was free of contaminants and the internal gears were coated with oil.
The engine case was opened to inspect internal components. The end of the number one connecting rod was fractured and had penetrated the lower left case. The rod remained attached to the crankshaft and exhibited overload signatures. After removal, the connecting rod bearing was found lubricated with oil and normal in appearance, with no signs of heat distress or lack of lubrication. The crankshaft attachment point was also lubricated and free of heat or unusual wear. The number one cylinder and piston were damaged and could not be removed.
The number two connecting rod was not connected to the crankshaft. Small parts of the rod and rod cap were found, but the entire rod was not accounted for. The located parts showed indications of heat distress and lack of lubrication. The number two cylinder and piston were damaged and could not be removed. The crankshaft surface at the number two connecting rod showed significant wear, heat distress, and lack of lubrication. Extruded bearing material remained attached to the crankshaft in this area.
The numbers three and four connecting rods remained attached to the crankshaft. Their rod ends exhibited significant discoloration, surface corrosion, heat distress, and lack of lubrication. After removal, the connecting rod bearings were severely scored, worn, and showed heat distress and lack of lubrication. The crankshaft surfaces at these attachment points showed significant wear, heat distress, and lack of lubrication.
All crankshaft bearings on the engine case were found lubricated with oil and normal in appearance.