History of Flight
On October 23, 2015, about 1530 eastern daylight time, a Piper PA-32-260, N43249, departed from Upperville Airport (2VG2), Upperville, Virginia, about 1520, destined for Monmouth Executive Airport (BLM), Farmingdale, New Jersey. The personal flight was conducted under 14 Code of Federal Regulations Part 91 in day visual meteorological conditions; no flight plan was filed.
According to the pilot, while climbing through 4,500 feet msl, engine power decreased, the engine "vibrated violently," and oil pressure dropped to zero. He contacted air traffic control and attempted to return to the departure airport but realized the airplane would not make it and elected to perform a forced landing to a nearby field.
The passenger reported that after departure the pilot had added a quart of oil during preflight. During the climb, the "engine sound became very loud with obvious serious knocking." Soon after, the engine seized. During the forced landing, the airplane slid across the field, struck two fences, and came to rest upright. After egress, the pilot checked the oil level; the passenger reported it was "full."
Personnel Information
The pilot held a commercial pilot certificate with ratings for airplane single-engine land and instrument airplane. He reported 3,195 total hours of flight experience, with 2,500 hours in the accident airplane make and model. His most recent FAA second-class medical certificate was issued on October 26, 2013.
Aircraft Information
The airplane, manufactured in 1974, was registered to a corporation in 1991. It was equipped with a Lycoming O-540-E4B5, 260-hp engine. The most recent engine overhaul occurred in 1998. The most recent annual inspection was performed on June 2, 2015, at which time the airplane had a total time of 4,610 hours and a tachometer time of 2,414.2 hours. At that inspection, the oil and oil filter were changed, and the filter was inspected for contaminants, with none noted. Two subsequent oil changes were recorded in the engine logbook at 2,462 hours and 2,512.5 hours; there was no indication that the oil filters were examined for contaminants. The oil filter installed at the time of the accident indicated it was installed on September 9, 2015, at a tachometer time of 100 hours, but no corresponding logbook entry was found. The tachometer at the accident site indicated 117.5 hours, with no log entry for a replacement. Based on the maintenance records, the engine had accumulated at least an estimated total time of 2,501.6 hours at the accident.
Wreckage and Impact Information
Examination revealed the right wing was impact-separated and the left wing was removed by recovery personnel. The engine remained attached, and the propeller remained attached to the engine. One propeller blade was bent aft at an approximate 45-degree angle, the other at an approximate 5-degree angle.
The engine cowling was removed, and no damage was noted on the exterior crankcase. About 12 ounces of fluid similar to 100LL aviation fuel was drained from the carburetor, with no debris. The engine contained about 9 quarts of oil (capacity 12 quarts). Crankshaft continuity was confirmed by hand-rotating the propeller without resistance. Thumb compression was confirmed on all cylinders except No. 5. The bottom crankcase was fractured near the No. 5 connecting rod. The oil pump rotated freely and disassembled with no anomalies. Multiple metal pieces and particles were found in the oil sump. The oil filter contained metallic debris, and the oil suction screen also had metallic debris.
All cylinders except No. 5 were removed. Corrosion was noted on the walls of cylinders Nos. 2, 3, and 4. The No. 5 connecting rod was separated from the crankshaft, and corrosion was present on the rod surface that interfaced with the crankshaft bearing. Cylinder No. 5 could not be removed due to connecting rod damage. Corrosion was also noted on the No. 6 connecting rod. The No. 3 piston exhibited scoring on one side, and the piston pin cap was deformed into an oval shape. The No. 3 cylinder was sent to the NTSB Materials Laboratory.
Laboratory examination of the No. 3 cylinder assembly revealed a wear scar around the piston pin hole, with lines consistent with reciprocating rubbing along the cylinder axis. The piston pin had superficial circumferential wear scars consistent with rotation inside the piston crown. The inside cylinder walls had deposits consistent with rust. A circular wear scar matched the shape of the piston pin plug; the lack of corrosion in that region suggested that the cylinder corrosion was present before the rubbing occurred.
Additional Information
Lycoming Service Instruction regarding time between overhaul (TBO) states that TBO takes into account service experience, operating conditions, and frequency of operation, assuming continuous service without exceeding 30 consecutive days out of service. The investigation was unable to conclusively determine if the engine was out of service for any period greater than 30 days. The instruction also notes that extended inactivity can cause corrosion and deterioration of seals, gaskets, and hoses. The TBO for the O-540-E4B5 engine was 2,000 hours.