Accident Details
On November 13, 2016, about 1400 eastern daylight time, a Cessna 152, registration N94292, was substantially damaged during a forced landing following a total loss of engine power near Miami, Florida. The two private pilots were not injured. Visual meteorological conditions prevailed, and a visual flight rules flight plan was filed for the instructional flight operated by Dean International, Inc., destined for Miami Executive Airport (TMB). The flight originated at Lakeland Linder Airport (LAL) about 1220 and was conducted under 14 CFR Part 91. The pilots described the flight as a "buddy" flight for building flight time.
During cruise over the Everglades at about 2,000 feet, the crew noted engine roughness. The engine oil temperature was normal, but oil pressure was low. The pilot on the controls turned toward the nearest airport, 18 miles away. About one minute later, the engine stopped producing power, and the crew selected a road for the forced landing. An in-flight restart attempt was unsuccessful.
The airplane touched down on soft, wet ground before reaching the road, nosed over, and came to rest inverted. Both pilots egressed uninjured. During recovery, large cracks were found in the engine crankcase near the number 2 cylinder.
Pilot Information
The pilot held a private pilot certificate with ratings for airplane single-engine land and instrument airplane. His most recent first-class medical certificate was issued on September 8, 2015. He reported 212.5 total flight hours, all in the accident airplane make and model.
The copilot held a private pilot certificate with a rating for airplane single-engine land. His most recent first-class medical certificate was issued on July 11, 2016. He reported 128.3 total flight hours, all in the accident airplane make and model.
Aircraft Information
The two-seat, single-engine, high-wing airplane was manufactured in 1982 and equipped with a Lycoming O-235 series engine. Its most recent 100-hour inspection was completed November 3, 2016, at 10,955 total aircraft hours; the airplane had accrued 52 hours since then. C&G Aircraft Maintenance, a Dean International company, had completed an engine overhaul 246 aircraft hours prior to the accident.
Post-Accident Examination
On November 18, 2016, a detailed examination of the engine, supervised by an FAA aviation safety inspector, revealed that the crankshaft was broken at the No. 3 rod journal and displayed signatures consistent with extreme heat. The No. 3 connecting rod bolts fractured at the point where the nut contacts the connecting rod. Each connecting rod nut had a flat-faced side and a raised-lip side. The nuts were found installed with the raised-lip side touching the connecting rod, contrary to Lycoming Service Instruction No. 1458G, which specifies that nuts be assembled with the flat face side touching the connecting rod. The caution in the service instruction states that correct installation of the nut is necessary for correct connecting rod assembly, and that the bolt cannot be tightened correctly if the nut is installed incorrectly.