Accident Narrative
On February 16, 2016, at 1130 central standard time, a Cessna P210N, registration N732FU, collided with trees and terrain during a forced landing in Bryan, Texas, following a loss of engine power. The private pilot and one passenger sustained minor injuries, while a second passenger was seriously injured. The airplane sustained substantial damage. The airplane was registered to BIA Air LLC and operated by a private individual under 14 CFR Part 91 as a personal flight. Visual flight rules (VFR) conditions prevailed, and the flight operated on a VFR flight plan. The flight originated from Arlington Municipal Airport (GKY) at about 1030.
The pilot reported that while 10 miles from the destination, passengers heard a loud "clank" and smoke entered the cockpit. He contacted air traffic control for information about a closer airport. The engine quickly lost power, and the propeller stopped turning. He declared an emergency, stating he could not reach the nearest airport. The pilot selected a field for landing. The airplane contacted trees just before landing and descended into a wooded area at the field's edge. The pilot and passengers extricated themselves through the right side passenger window.
Engine History and Examination
Engine logbook review revealed the engine was factory remanufactured in September 2005 and installed on the accident airplane on October 10, 2005. The last inspection was a 100-hour inspection conducted on January 6, 2016. The engine had accumulated 989 hours since remanufacture. No major work was performed since installation.
Postaccident examination of the engine occurred on May 3, 2016, at the Continental Motors facility in Mobile, Alabama, under NTSB supervision. The engine was a 310-horsepower, six-cylinder, fuel-injected Continental Motors TSIO-520-P (7), serial number 278936-R. Crankcase damage was observed below a crankcase bolt above the #1 cylinder. The No. 4 stud on the No. 1 cylinder was loose and could be rotated by hand; no torque putty was present. Boroscope inspection showed all pistons in the down position.
The crankcase was cracked with a small portion pushed out near the rear backbone bolts. Mechanical damage was visible on No. 1 and No. 2 cylinder bays. The No. 1 bearing support showed minor movement signatures; No. 2 main bearing support sustained damage consistent with a bearing shift and spun bearing. No. 1 and No. 2 main bearing supports were fretted near through bolt holes.
No. 1 main bearings showed normal lubrication signatures with minor bearing shift damage and fretting on supports near through bolt holes. No. 2 main bearings were damaged consistent with a bearing shift event; portions were in the oil sump, with a portion of the right side remaining in the bearing saddle. No. 3 bearings remained intact but displayed heat distress due to lack of lubrication with exposed copper layer. No. 4 and No. 5 bearings were intact with normal operating signatures.
The crankshaft was broken into two pieces at the cheek between No. 2 main bearing journal and No. 2 connecting rod journal. The lock slot on No. 2 main bearing journal was worn; fretting on several bearing supports near through bolt holes indicated crankcase halves were moving. No. 3 main journal had heat discoloration and scratches from particle passage. No. 2 connecting rod journal could not be observed due to impingement of the connecting rod. Remaining journals had normal signatures.
Cylinder/Piston/Connecting Rod No. 1: Cylinder attached; hold-down bolt in No. 4 position was loose and could be turned by hand with no torque putty. Other nuts tight with torque putty. Impact damage on cylinder skirt. Valves, rocker arms, push rods normal. Piston attached, skirt damaged; rear piston ring broken, forward three intact; normal combustion signatures. No anomalies with connecting rod or bearing.
Cylinder/Piston/Connecting Rod No. 2: No anomalies with cylinder, valves, rocker arms, push rods. Piston attached, skirt damaged; rear piston ring damaged, forward three intact; normal combustion signatures. Connecting rod attached to journal with mechanical damage, impinged by displaced crankshaft material; bearing could not be observed.
Cylinder/Piston/Connecting Rod Nos. 3, 4, 5, and 6: No anomalies noted.
Camshaft intact with no anomalies. No. 1 intake lifter impinged and could not be removed; remaining lifters had normal operating signatures.
Through bolt and cylinder hold-down stud torque measured during disassembly varied between 626 and 1,137 inch-pounds to tighten and 697 to 1,087 inch-pounds to loosen. Remanufacture specifications required 625 or 800 inch-pounds depending on bolt position.
Left magneto produced no sparks; internal rust present; vent hole in pressure vent plug blocked with debris. Right magneto produced a spark.
Oil pump intact, housing scoring consistent with hard particle passage. Oil filter contained metal particles. Oil sump contained metal pieces consistent with piston and bearing material. Oil pickup screen clean.
No other anomalies were noted that would have resulted in a loss of engine power.
All engine component serial numbers matched those from remanufacture except the starter. Remanufacturing records indicated proper torque on through bolts and cylinder hold-down bolts during build.