On January 11, 2013, about 1550 eastern standard time, a Cessna T182, N9454H, experienced a total loss of engine power during climb to cruise altitude, and the pilot made a forced landing in a field near Brandon, Florida. The commercial pilot and passenger were not injured. The airplane sustained substantial damage to the right wing. The airplane was registered to N9454H, Inc and was operated by a private individual under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed and an instrument flight rules flight plan had been filed for the flight from Peter O Knight Airport (TPF), Tampa, Florida, to Opa-Locka Executive Airport (OPF), Miami, Florida.The pilot reported that during the climb, about 3,000 feet mean sea level, the airplane began to "shutter and vibrate violently," and oil covered the windscreen. He selected a field in a populated area, which had utility poles along the edge as well as across the middle of the field. Due to the lack of forward visibility, and his attempt to avoid utility wires, he maneuvered the airplane as low as possible to the ground. During the landing the airplane impacted the ground in a flat pitch attitude, with all three landing gear simultaneously.
Initial examination of the engine by a Federal Aviation Administration inspector revealed that the No. 2 cylinder had a hole in the engine crankcase. Oil was observed on the windscreen, cowling, and horizontal stabilizer. Buckling was noted on the left wing. The pilot reported that during the preflight inspection the oil indicated 6 quarts.
According to airframe maintenance records and the pilot, the engine had about 1,850 flight hours since overhaul. The most recent annual inspection was conducted on August 15, 2012.
On March 12, 2013, the NTSB investigator in charge examined the engine at the storage facility. During the examination, cylinders No. 1 and 3 were disassembled and cylinder No. 2 was partially disassembled. Examination of the No. 2 cylinder revealed multiple fragments and damage that precluded removal of the cylinder. The No. 2 rod was noted as fractured but remained attached to the piston head and fragmented on and unattached from the crankshaft end. The No. 2 cylinder rod bolt heads and one nut as well as the No. 3 cylinder rod and associated hardware were sent to the NTSB Material Laboratory for further examination. For detailed information on the engine examination refer to the "Engine Examination Report" in the docket associated with this accident.
The No. 3 connecting rod assembly and the pieces from the No. 2 connecting rod assembly were examined at the NTSB Materials Laboratory. Examination of the fracture surfaced associated with the No. 2 connecting rod bolt head exhibited fractures around their circumference and the features of the fracture were consistent with fatigue. Examination of the No. 3 connecting rod exhibited areas of impact at the crankshaft end of the assembly and spalling on the bearing for the crankshaft connecting rod journal. Linear crack features were observed extending transverse across the bearing. The color of the bearing in the spalled area was consistent with a tri-metal bearing with an aluminum-tin intermediate layer. The bearing part number was "SL-13521-M03" which was stamped on the bearing.
According to Superior Air Parts, Inc, Service Bulletin B07-03 "Superseded Main and Connecting Rod Bearings," dated July 28, 2010 which states in part "…has upgraded its main and connecting rod PMA replacement bearings for Lycoming engines….the upgraded bearings are identified by an 'A' suffix on the part number…requires the use of these upgraded bearings whenever new bearings are installed." The Service Bulletin goes on to list several superseded bearing part numbers and the fractured bearing was one of the listed part numbers.