Accident Overview
On January 6, 2015, at approximately 1710 eastern standard time, a Beech V35B, registration N246JT, operated by a private individual, was substantially damaged during a forced landing into trees in Long View, North Carolina. The aircraft had just departed Hickory Regional Airport (HKY) in Hickory, North Carolina, on a personal flight to Pitt-Greenville Airport (PGV) in Greenville, North Carolina. Visual meteorological conditions prevailed, and no flight plan was filed.
Pilot Statement
The pilot reported that during the initial climb, at about 300 feet above ground level, he heard a loud bang followed by a total loss of engine power. He then performed a forced landing straight ahead into trees.
Wreckage Examination
Examination of the wreckage by a Federal Aviation Administration inspector revealed substantial damage to the fuselage. The inspector also noted a hole in the engine case near the No. 2 cylinder.
Engine Teardown Examination
A teardown examination of the engine was performed at a recovery facility under the supervision of an NTSB investigator. The examination revealed that the lower rear crankshaft counterweight had separated and the No. 1 connecting rod had separated. Oil was present throughout the engine, and there was no evidence of lack of lubrication. The No. 2 cylinder, crankshaft, and camshaft could not be separated from the engine case half for examination due to rotational damage that occurred following the separation of the crankshaft counterweight. These components were forwarded to the manufacturer's facility for further examination.
At the manufacturer's facility, further examination under NTSB supervision revealed that all four snap rings from the lower rear crankshaft counterweight were found loose in the engine, with one ring separated in half. Three of the lower rear counterweight retaining plates were found, but the fourth was not recovered. For comparison, two snap rings on the upper rear crankshaft counterweight were examined. According to the manufacturer's mandatory service bulletin (MSB 99-3C), the minimum width between the snap ring ears must be 0.179 inch or more; a smaller width indicates a snap ring not properly seated. For one of the two upper rear counterweight snap rings, a 0.179 inch gap gauge could not be inserted due to less space between the ears. However, after the snap ring was removed and its groove cleaned with a wire brush, it seated properly when reinstalled, and the gauge then fit.
Maintenance History
Review of maintenance records showed that the airplane's most recent annual inspection was completed on July 16, 2014. At that time, the airframe had accumulated 3,394 total hours of operation. The engine was a factory rebuild in 1998 and had accumulated 1,561 total hours at the time of the annual inspection. The airplane flew about 46 hours from the inspection until the accident. Maintenance records also indicated the engine received a top overhaul in 2006 and that the crankshaft was inspected in June 1999 in accordance with airworthiness directive 99-09-17. The manufacturer's Service Bulletin MSB 99-3C includes a warning that not properly installing counterweight retaining plates and snap rings may result in engine damage and possible failure.