Event Summary
On January 11, 2022, at approximately 1247 eastern standard time, a Piper PA-32-300, registration N475RT, sustained substantial damage in an accident near Edisto Island, South Carolina. The private pilot, who was also the aircraft owner, was not injured. The flight was conducted under Title 14 Code of Federal Regulations Part 91 as a personal flight.
The pilot reported that the first leg of the flight was uneventful. After landing at Columbus County Municipal Airport (CPC) in Whiteville, North Carolina, to refuel, he resumed the flight toward Florida. About 15 minutes after departure, while cruising at 4,500 feet mean sea level, the engine began to sputter and then stopped. Immediately afterward, oil emerged from the engine cowling onto the windshield, partially obstructing the pilot's view. Seeing no suitable landing site ahead, the pilot maintained an airspeed of 100 mph, executed a 180° turn, and declared an emergency.
Forced Landing and Impact
During the descent, the pilot observed a straight road situated between two fields and maneuvered toward it. While setting up for a short final approach to the road, he noticed electrified livestock fences on both sides but was already committed to the landing. Upon touchdown, both wings struck the fence. The airplane veered to the right, traveled through the fence, and entered a field, coming to rest after approximately 300 feet.
The aircraft came to rest upright. Examination revealed a large tear in the leading edge of the right wing and collapse of the right main landing gear.
Engine Examination
The engine showed evidence of oil spray and a hole on top of the No. 6 cylinder. One propeller blade was twisted with its tip torn off; the other blade was bent aft near mid-span. The propeller governor remained attached, and its gasket was free of debris. Other engine components exhibited no preimpact or anomalous damage. All spark plugs appeared slightly dark in color but were considered within normal wear per the Champion Aviation Check-A-Plug chart.
Two holes were found at the rear of the engine above the No. 5 and No. 6 connecting rods, exposing the camshaft. Crankshaft continuity could not be established due to internal damage preventing movement. Upon disassembly, the No. 5 and No. 6 connecting rods were found broken at their caps, with no heat signatures present. One connecting rod cap bolt remained intact but bent, with visible threads and a missing nut. Both connecting rod caps were broken into pieces. Minor scoring was noted on adjacent bearings and surfaces. The engine oil pump exhibited minor scoring on the housing, and ferrous material was present in the pleats of the oil filter.
The No. 5 and No. 6 piston crowns and cylinder head domes displayed features consistent with detonation. The piston crowns were smooth and clean, with a sandblasted appearance, and the compression and oil rings were compressed into the ring walls.
An internal retaining ring (circlip), washer, and roller were found separated from one of the counterweights. All internal retaining rings exhibited anomalous damage, with their eyelets broken off. One counterweight circlip showed features consistent with fatigue and subsequent failure. The failed circlip corresponded to a counterweight roller that had been ejected from the counterweight assembly.
Additionally, the No. 6 connecting rod showed evidence of fatigue failure in multiple areas, including the main body, the cap, along the bearing surfaces where the connecting rod bolt joined them, and where the I-beam transitioned to the bearing end. The No. 5 and No. 6 piston crowns, valve faces, and cylinder head domes were clean and free of combustion residue.
The engine had accrued approximately 555 hours since its last overhaul by the manufacturer in 2011.