On July 20, 2012, about 1400 eastern daylight time, a Piper PA-28-180, N3692R, experienced a total loss of engine power about 5 minutes after takeoff from the Statesboro-Bulloch County Airport (TBR), Statesboro, Georgia and the pilot/mechanic subsequently made an off airport forced landing to a peanut field. The certificated private pilot sustained minor injuries and a passenger was not injured. The airplane sustained substantial damage to the wings and fuselage. The airplane was registered to a private individual and was operated under the provisions of 14 Code of Federal Regulations Part 91 as a maintenance test flight. Visual meteorological conditions prevailed and no flight plan had been filed for the local flight.

The pilot/mechanic reported that prior to the flight he had completed a 100 hour maintenance inspection on the airplane which included an oil and oil filter change. After the inspection he operated the engine inside an airport hangar at 1500 rpm and had detected no oil leaks. He subsequently pulled the airplane out of the hangar, performed an engine run-up with full power, and determined that the engine was operating as expected. He taxied to runway 14, performed another high power run-up, and departed on the local maintenance flight. Shortly after departure, approximately 800 feet above ground level, he noted a loss of oil pressure and subsequent total loss of engine power.

Initial examination of the airplane by a Federal Aviation Administration (FAA) inspector revealed that it came to rest in a tree line, at the edge of a field, slightly nose down, and the right wing had been impact separated by a tree. The stabilator was impact separated. Evidence of blight was noted on the vegetation in the vicinity of the accident airplane; however, the fuel line to the carburetor was devoid of fuel. A follow-up examination by an FAA inspector, which coincided with the recovery of the airplane, revealed oil streaking around the lower nose gear truss and along the underside of the fuselage. Further examination revealed that the crankshaft was seized. Examination of the engine revealed that the oil dipstick tube was impact damaged. Examination of the oil filter revealed that it was hand tight and the safety wire was secured; however, the oil filter was able to rotate counter clockwise to the extent of the safety wire. The pilot/mechanic confirmed that he had not utilized any torque device to tighten the oil filter. Examination of the hangar where the maintenance had been performed revealed, outside the hangar doors, a large area of oil on the ground as well as an oil trail from that hangar to the departure end of runway 14.

According to the Lycoming Publication titled "Lycoming Flyer," 18 to 20 foot pounds of torque should be applied when installing an oil filter on the engine. However, it further states that the 20 foot pound maximum torque should not be exceeded.