History of Flight
On December 23, 2012, at 1330 eastern standard time, a Piper PA-28R-200, registration N2074T, was destroyed after colliding with trees and terrain following a total loss of engine power while in cruise flight near Lock Haven, Pennsylvania. The private pilot was seriously injured. Visual meteorological conditions prevailed, and a visual flight rules flight plan had been filed for the personal flight conducted under 14 CFR Part 91.
According to the pilot, the airplane was cruising at 7,500 feet when the engine began to surge and then shortly after stopped producing power. An attempted engine restart was unsuccessful. The pilot communicated with air traffic control and used his GPS receiver to determine that he was beyond gliding distance to the nearest airport. He selected a forced landing area in a clearing, but the airplane entered trees prior to reaching it and came to rest upright in flat, heavily wooded terrain.
Personnel Information
The private pilot held a certificate with ratings for airplane single-engine land and sea. His most recent FAA third-class medical certificate was issued on January 6, 2011. The pilot reported 548 total flight hours, with 350 hours in the accident airplane make and model.
Aircraft Information
The Piper PA-28R-200 was manufactured in 1970. Its most recent annual inspection was completed on July 16, 2012, at 3,314 total aircraft hours. The airplane had accrued 27 hours since that inspection.
The engine was a Lycoming IO-360-C1C, a fuel-injected, horizontally opposed four-cylinder, direct-drive, air-cooled piston engine. The most recent overhaul was completed by Kline Aviation Inc., Brooklyn, Michigan, on September 23, 1999, and the engine was installed in the airplane on February 19, 2001. At that time, the connecting rods were inspected with magnaflux and reinstalled. The engine had accumulated 839 hours since overhaul, which was the second major overhaul of the engine. The first overhaul was completed by Air Craftsmen Inc. on March 1, 1985.
According to Lycoming Service Instruction SI 1009 AU, overhaul is recommended at 2,000 engine hours or at the 12th year of service, whichever occurs first.
Meteorological Information
At 1354, weather conditions at Williamsport-Lycoming County Airport (IPT), 25 miles southeast of the accident site, included clear skies, visibility 10 miles, temperature 3°C, dewpoint -8°C, and an altimeter setting of 29.87 inches of mercury. Wind was from 290° at 7 knots.
Wreckage and Impact Information
Examination at the accident site on December 23, 2012, confirmed all major components were present. Both wings had separated and were scattered along the wreckage path. The elevator and vertical fin were impact damaged but remained attached. Rescue personnel had removed the cabin roof.
A preliminary engine examination revealed the engine could not be rotated by hand, and metal particles were found in the oil filter and finger strainer. The examination was suspended pending a detailed teardown.
Tests and Research
On February 14, 2013, a detailed examination was performed at Lycoming Engines in Williamsport, Pennsylvania. The oil sump contained debris from the No. 3 connecting rod, piston, and associated hardware. The rod had fractured at the crankshaft and punctured the crankcase. Examination showed evidence of oil starvation at the No. 3 connecting rod journals, which led to its separation from the crankshaft.
The Nos. 1, 2, and 4 connecting rod bearings, along with remnants of No. 3, were sent to the NTSB Materials Laboratory. The intact bearing halves exhibited abnormal wear, delamination, and areas of "pick out."
The connecting rod bearings (P/N 13212-M03) were manufactured by Superior Air Parts in Dallas, Texas. Comparison with part drawings revealed material and construction discrepancies. The intact bearings showed signatures consistent with fatigue and spalling of the babbitt material, exposing the steel backing.
Although the bearing part numbers were correct for the connecting rods, examination of the connecting rods (LW-13422) indicated they were not approved by Lycoming for installation in the IO-360-C1C engine.