Accident Summary
On October 15, 2014, about 1725 central daylight time, a Cessna P210N airplane, registration N731QV, sustained substantial damage following a forced landing and impact with terrain after a reported loss of engine power during initial climb out from West Memphis Municipal Airport (AWM), West Memphis, Arkansas. The pilot, who was the registered owner and sole occupant, was not injured. Visual meteorological conditions prevailed, and the flight was operated as a personal flight under 14 CFR Part 91 without a flight plan.
Flight and Engine Failure Sequence
The pilot reported departing for a local training flight. About 10 minutes after takeoff, while climbing through 4,500 feet MSL, the manifold pressure dropped. The pilot turned to return to AWM. Smoke was observed coming from under the engine cowl, and the engine stopped while on short final about 800 feet AGL. The airplane impacted power lines before landing in a grassy area short of the runway on airport property.
Engine Data Analysis
A JPI EDM-830 engine data module was recovered and downloaded. Data indicated the flight took off about 1714. About six minutes after takeoff, engine RPM began to fluctuate, and one minute later exhaust gas temperatures increased. By 1723, engine RPM decreased, voltage decreased, and manifold pressure increased.
Engine History and Modification
The airplane was powered by a six-cylinder Continental Motors IO-550-P6B engine, serial number 1006549, assembled on May 9, 2012. It was shipped to Vitatoe Industries, Inc. on May 14, 2012, where it was modified using Vitatoe Supplemental Type Certificate (STC) SA02918CH, converting it to a turbo-normalized induction system. The modified engine was installed on the accident airplane on August 7, 2012 (tachometer time not reported).
The electric boost pump was replaced on April 5, 2014. After replacement, the operator reported an attempted engine start that resulted in the crankshaft/propeller rotating then stopping abruptly, consistent with hydraulic lock. The propeller could not be rotated through on consecutive attempts. The operator left the aircraft and returned with a battery charger; the engine started on the first attempt without charging. The airplane operated without anomalies until the accident.
Post-Accident Engine Examination
The engine was removed and examined at the Continental Motors facility in Mobile, Alabama. Holes were observed in the top of the crankcase. Disassembly revealed all crankshaft connecting rod journals and connecting rods showed signs of thermal distress and discoloration consistent with operation without sufficient lubricating oil. No oil leaks were found on engine components, but remote oil filter lines were removed for shipment and not examined. All six cylinder bays sustained mechanical damage consistent with an oil starvation event. All bearing saddles were in place with no signs of bearing slip or fretting. Oil galleys were free from obstructions. The No. 2 piston was fractured into numerous pieces, and the No. 2 connecting rod, piston pin, and fractured piston pieces were sent to the NTSB Materials Laboratory.
Materials Laboratory Findings
Examination of the No. 2 piston pieces revealed features indicative of overstress separation on all fractures. Some pieces were darkly colored from baked oil deposits; others were clean. The piston crown had small valve dents. The No. 2 piston pin was intact but its aluminum pin plugs were mechanically damaged. The No. 2 connecting rod was fractured through both main bearing straps, with fracture features consistent with bending overstress separations, partially obscured by post-fracture damage. The rod surface showed coloration and oxide formation consistent with very high temperatures, and bearing surface material showed heavy flow and smearing.
Conclusion of Examinations
The engine and component examinations did not identify any anomalies that would have precipitated an oil starvation event and the subsequent engine failure.