Accident Overview
On September 13, 2014, at approximately 2130 eastern daylight time, a Bellanca 17-30A, registration N6648V, operated by a private individual, sustained substantial damage during a forced landing into trees after a total loss of engine power while on approach near Monroe, Georgia. The private pilot and passenger were seriously injured. The flight was conducted under 14 CFR Part 91 in night visual meteorological conditions. The flight departed Dallas Bay Sky Park (1A0) in Chattanooga, Tennessee, around 1940, with a planned destination of Greene County Airport (3J7) in Greensboro, Georgia. No flight plan was filed.
According to the pilot, prior to departure, a preflight inspection was completed, including adding 100 low-lead aviation gasoline to both wing fuel tanks. The pilot anticipated fog at the destination and planned diversions. The pilot ultimately diverted to Monroe-Walton County Airport (D73) in Monroe, Georgia. About 3 miles from D73, a "bang" was heard as the engine began to run rough and catch fire. The pilot pulled the mixture lever back, moved the fuel selector to off, and dove the airplane until the fire extinguished. The pilot attempted to glide to the airport but impacted trees about 1 mile from the field.
Aircraft Information
The four-seat, low-wing, retractable-gear airplane, serial number 30301, was manufactured in 1970. It was powered by a Continental Motors IO-520 300-horsepower engine equipped with a McCauley three-blade constant-speed propeller. The most recent annual inspection was completed on September 21, 2013, at which time the airframe had 2,969 total hours. The engine had accumulated 1,798 hours since remanufacture in 1974. The airplane had flown about 68 hours since the annual inspection. The pilot purchased the airplane on November 20, 2013.
Engine Examination
The engine was equipped with an F&M Enterprises Inc. (model C6LC) oil filter adapter, which was not original equipment but eligible for installation under FAA Supplemental Type Certificate (STC) DE09356SC. However, the engine logbook contained no record of the adapter installation, and FAA airworthiness records showed no filing of the installation. The manufacturer's instructions specified one fiber gasket and one copper crush gasket for installation. Examination of the engine revealed a hole near the top front of the case. At a salvage facility, under FAA supervision, it was found that the Nos. 4 and 5 connecting rods had separated and exhibited heat damage due to a lack of lubrication. The oil filter adapter was loose and had been installed using two copper crush gaskets instead of one copper and one fiber gasket.
Fuel Analysis
Automobile gasoline was recovered from the fuel tanks, which was not approved for the engine. Examination of the Nos. 1 and 2 cylinders revealed little to no combustion deposits, consistent with higher operating temperatures resulting from the use of automobile gasoline.