Accident Overview
On September 7, 2015, about 1530 central daylight time, a Piper PA-28R-201T, registration N44903, was substantially damaged during a forced landing near Atmore, Alabama. The airplane was en route from Foley Municipal Airport (5R4) to Tuscaloosa Regional Airport (TCL) at the time of the incident. The private pilot and passenger were not injured. The flight was conducted under Title 14 Code of Federal Regulations Part 91 in visual meteorological conditions; no flight plan was filed.
Pilot Actions
The pilot reported that after departing from 5R4 and leveling at 4,500 feet, the engine lost oil pressure. About two minutes later, the engine began losing power rapidly. Recognizing that he could not reach an airport, the pilot declared an emergency with Pensacola approach and searched for a suitable landing area. He selected a two-lane country road that appeared clear of vehicles. The engine had completely stopped producing power, and the propeller had stopped turning by the time he lined up for final approach. The landing was uneventful, but during the landing roll, the right wing struck several roadside mailboxes.
Aircraft Damage
Examination of the accident site by a Federal Aviation Administration inspector revealed that the right wing struck multiple mailboxes, causing damage to a 5-foot section of the wing. The leading edge was compressed and buckled, and a section was split and detached from the wing ribs. Evidence of an in-flight engine failure was found, including a hole in the engine case and expelled oil in and around the engine cowling.
Engine Examination
The engine, a Continental TSIO-360-FB, 200-hp unit driving a constant-speed two-blade Hartzell propeller, was disassembled at the manufacturer's facility. During disassembly, breakaway torque values for several flange nuts and through bolts were measured. The No. 2 upper through bolt (414 in/lbs), both No. 3 cylinder through bolts (420/483 in/lbs), and the No. 5 through bolts nuts (384/506 in/lbs) were below factory specifications of 590/610 in/lbs. Upon case separation, chunks of metal, metal shavings, and gouges were found inside the engine case. Further examination revealed that the No. 3 connecting rod had separated from the crankshaft, and the No. 2 main bearings had shifted, with signs of oil starvation.
Maintenance History
Review of maintenance records showed that the No. 3 cylinder was removed and reinstalled on March 19, 2014, approximately 113.75 flight hours before the accident. The most recent annual inspection was completed on December 1, 2014, at which time the engine had 1,538.69 hours since major overhaul. No irregularities were noted, and all airworthiness directives were complied with. On April 27, 2015, the oil was drained and replaced, the air filter was changed, and all twelve spark plugs were replaced. No irregularities were noted. At the time of the accident, the engine had accrued 1,614 total hours since major overhaul, about 75 hours since the annual inspection and 32 hours since the oil change.
Pilot Information
The pilot held a private pilot certificate with ratings for airplane single-engine land and instrument airplane. His most recent FAA third-class medical certificate was issued on October 30, 2014, and he reported 1,413.1 total flight hours on the day of the accident.
Aircraft Information
The four-seat, low-wing, retractable-tricycle-gear airplane was manufactured in 1977 and was powered by a Continental TSIO-360-FB engine. It was registered to Treehouse Aviation LLC and operated by the pilot.
Weather Conditions
Weather reported at Whiting Field Naval Air Station (NSE), about 29 nautical miles southeast of the accident site, at 1456 included wind variable at 5 knots, visibility 10 statute miles, few clouds at 4,900 feet, temperature 32°C, dewpoint 19°C, and an altimeter setting of 29.94 inches of mercury.