Accident Details
On October 14, 2013, at approximately 1700 central daylight time, a Piper PA-32R-300 airplane, registration N5605V, was substantially damaged during a forced landing near Hector, Arkansas. The two pilots sustained minor injuries, and the two passengers were not injured. The airplane was registered to and operated by Baxter Flying Incorporated under 14 Code of Federal Regulations Part 91 as a personal flight. Day visual meteorological conditions prevailed, and the flight operated on an instrument flight rules flight plan. The flight departed Fayetteville Executive Airport (FYV), Fayetteville, Arkansas, at about 1615, en route to Tunica Municipal Airport (UTA), Tunica, Mississippi.
According to the pilot, the engine began vibrating during the initial climb. After leveling the airplane at 9,000 feet mean sea level (MSL), the vibration worsened, and the engine experienced a total loss of power. The pilot executed a forced landing onto a rural road, during which the right wing contacted a fence post.
Engine Examination
The airplane was recovered to Dawson Aircraft, Inc., near Clinton, Arkansas. The engine was removed and shipped to Mena Aircraft Engine near Mena, Arkansas, for examination. During the engine teardown, the crankshaft was observed to be fractured through the #8 cheek position, between the #5 and #6 pistons. Fatigue cracking emanated from the connecting rod journal where the #5 connecting rod mates. The #5 cylinder skirt was damaged, preventing removal from the crank case. The #6 cylinder skirt was also damaged, making removal difficult. The #3 piston had multiple abrasions on its skirt. The #1, #2, and #4 pistons were removed without difficulty and had no anomalies. Several cam shaft tappet bodies were fractured. Ferrous shavings were present in the oil sump and oil filter, and the oil suction screen was completely blocked with metal shavings.
The #6 piston cooling nozzle was not in position, and its pieces were found in the bottom of the sump, relatively intact. The #2 and #4 cooling nozzles were measured below their specified torques. The #1 and #3 cooling nozzles were torqued correctly. Torque for the #5 cooling nozzle was not measured, as the #5 piston could not be removed.
The crankshaft, attached counterweight, connecting rod journal bearing, and #6 piston oil cooling nozzle pieces were sent to the National Transportation Safety Board materials laboratory for examination. The crankshaft's fracture surface showed repeated crack arrest marks consistent with fatigue cracking. No gouges, wear, or thermal distress were observed at the initiation area or on the #5 connecting rod journal. The #5 connecting rod bearing had an 'M03' code stamped on its sides, indicating it mated with a ground or reworked crankshaft connecting rod journal. Measured dimensions of the #5 connecting rod journal met requirements for diameter expected following rework.
Maintenance History
On April 20, 2012, the engine was repaired and overhauled following a propeller strike. After magnetic particle inspection of steel parts, replacement of several components, and a test run, the engine was returned to service with the original crankshaft. On June 22, 2013, a top overhaul was performed due to owner reports of a rough running engine that was using oil. On September 18, 2013, the #2 cylinder was honed and a new piston was installed after a compression check revealed zero compression and a broken #2 piston ring.