Accident Summary
On November 28, 2013, at approximately 0950 central standard time, a Beech V35, registration N5655D, operated by a private individual, was substantially damaged during a forced landing in a field near Trussville, Alabama. The accident occurred following a total loss of engine power while the airplane was on approach to Birmingham International Airport (BHM), Birmingham, Alabama. The airline transport pilot and two passengers received minor injuries. The personal flight was conducted under 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed, and an instrument flight rules flight plan was filed for the flight to BHM. The aircraft had departed Norfolk International Airport (ORF), Norfolk, Virginia, at about 0620.
Pilot Report
The pilot reported that the departure from ORF and the cruise flight were uneventful. While descending toward BHM from 6,500 feet mean sea level (msl) through 5,400 feet msl, a loud bang was heard, and the engine lost all power. The airplane was too far from BHM to glide to the airport, so the pilot elected to perform a forced landing in a field.
Damage and Initial Findings
According to a Federal Aviation Administration (FAA) inspector, during the landing, the airplane collided with a fence and farm equipment, resulting in substantial damage to the fuselage. An initial examination of the engine revealed a hole in the top of the engine case.
Aircraft and Engine Information
The airplane was equipped with a Continental Motors IO-550B, 300-horsepower engine. The engine was manufactured in 1994 and overhauled in 2004 after accumulating 1,457 hours of operation. The airplane's most recent annual inspection was completed on August 15, 2013, at which time the engine had accumulated 1,195 hours since overhaul. The airplane flew approximately 62 hours from the time of the last annual inspection until the accident.
Engine Teardown Examination
The engine was retained and forwarded to the manufacturer's facility for a teardown examination under the supervision of an FAA inspector. The examination revealed evidence of oil starvation at the No. 2 connecting rod, which resulted in its separation from the crankshaft. During the separation, the No. 2 connecting rod punctured a hole in the engine crankcase. The oil tube from the main bearing to the No. 2 connecting rod was clear and unrestricted at the time of inspection. The remaining connecting rods did not exhibit signs of oil starvation. Further examination revealed that at some point during the life of the engine, the interior of the rocker covers had been coated with an unapproved material. This coating material had been flaking off during operation and had been cleaned from two of the six rocker covers; the remaining covers still contained the material.