Accident Overview
On March 5, 2016, at approximately 1508 eastern standard time, a Cirrus Design Corporation SR22, registration N295AR, was substantially damaged following a total loss of engine power and forced landing in Hauppauge, New York. The airplane was registered to Advance Wellness and operated by the pilot under Title 14 Code of Federal Regulations Part 91 as a personal flight. Day, visual meteorological conditions prevailed, and no flight plan was filed. The flight originated from Groton, Connecticut (GON) at about 1430 and was destined for Farmingdale, New York (FRG).
Pilot Report
According to the pilot, during cruise flight at 2,200 feet mean sea level, the engine "sputtered" twice, then lost all power. The fuel selector was positioned on the left tank; the pilot switched to the right tank and attempted a restart. The engine would not restart, so the pilot elected to activate the Cirrus Airframe Parachute System (CAPS). The CAPS deployed normally, and the airplane touched down in a lawn adjacent to an industrial complex near Hauppauge. The pilot and one passenger exited the cockpit unassisted, and first responders arrived to assist.
Examination Findings
An inspector with the Federal Aviation Administration examined the wreckage and noted structural damage to the fuselage. The wing fuel tanks contained fuel. An initial borescope inspection of the engine revealed physical evidence of valve strikes on the top surfaces of all six pistons.
The engine was removed from the airframe and sent to the manufacturer for further examination. During disassembly, the starter adapter was removed, revealing damage to the camshaft gear teeth. The oil filter was opened and found to contain metal particles. Several metal particles were also found in the oil sump. The cylinders were removed, and each piston head exhibited valve strike signatures. The camshaft was removed intact, but approximately 50% of its gear teeth were smeared or missing.
Metallurgical Analysis
Metallurgical examination of the failed camshaft gear teeth determined that the first fractured tooth, located about 180 degrees from the timing mark, failed from fatigue. The fracture surface displayed beach marks and multiple initiation areas at the tooth surface. Crack growth arrest lines indicated that the tooth separated in the direction of loading from engine operation by the mating crankshaft gear. Most of the remaining broken or missing teeth exhibited overload signatures. Camshaft gear hardness was measured with a diamond slim profile penetrator and met manufacturer specifications.
Engine History and Service Bulletin
The engine, model IO-550-NB7, was built on February 25, 2001, and had accumulated 1,543.7 hours at the time of the accident. On August 9, 2005, Continental Motors Inc. issued Service Bulletin SB05-08, which called for replacement of the camshaft gear with an improved gear, nominally 0.060 inches wider. The bulletin's compliance time was "At next engine overhaul or at camshaft gear replacement." The recommended overhaul interval for this engine was 2,000 hours or 12 years, whichever occurred first. At the time of the accident, the service bulletin had not been complied with, and the accident airplane's engine did not have the improved camshaft gear installed.