Accident Summary
On May 5, 2023, at 0900 eastern daylight time, a Piper PA-28-180 airplane, registration N180LR, was substantially damaged in an accident near Greenville, North Carolina. The private pilot and the passenger sustained serious injuries. The flight was conducted under Title 14 Code of Federal Regulations Part 91 as a personal flight.
The pilot reported renting the airplane from a flight school at Piedmont Triad International Airport (GSO) in Greensboro, North Carolina, and planned to fly to Pitt-Greenville Airport (PGV). A thorough preflight examination revealed no abnormalities; both wing fuel tanks were full, and the engine started and ran normally during all run-up checks. The aircraft departed at about 0800.
Approximately 10 miles from PGV, at an altitude of about 4,000 feet mean sea level (msl), the pilot noticed a gradual loss in engine rpm. Advancing the throttle produced no response, and applying carburetor heat made no discernible difference. The engine continued to rapidly lose rpm until it ceased producing power. The pilot trimmed for best glide speed and executed a forced landing in a swamp about a quarter-mile short of PGV. The pilot observed the oil pressure light flashing a few seconds before touchdown.
Engine Examination
Examination of the engine revealed a large amount of metallic debris in the oil filter and in the oil sump suction screen. Removal of the oil sump disclosed numerous metal pieces and a large hole in the bottom of the crankcase. Disassembly showed that the No. 3 connecting rod was damaged at its connection to the crankshaft journal, with its cap heavily fractured. The No. 2 cylinder forward piston pin plug was missing, and the aft pin plug exhibited preimpact wear extending into the oil control ring land. Metal shavings inside the oil sump suction screen were consistent with the missing forward piston pin plug.
Additional wear was observed on the Nos. 3 and 4 camshaft lobes, with corresponding lifters pitted and concave, indicative of preimpact wear. Main journal bearings showed wear, scoring, and discoloration. Connecting rod journals and their bearings also exhibited scoring and discoloration.
Components including the crankshaft, connecting rods and associated bearings, main journal bearings, and the oil filter screen with metallic flakes were sent to the NTSB Materials Laboratory. Examination determined that the damage was consistent with the engine operating at high temperatures due to a lack of lubrication, and hard contact damage after the No. 3 connecting rod released during operation. No preexisting material failures were identified.
Maintenance History
Engine maintenance records indicated that the last annual inspection was completed on April 26, 2023. At the time of the accident, the engine had accumulated 2,118.5 hours since its last overhaul on September 7, 2002—nearly 21 years prior. According to Lycoming Service Instruction No. 1009BE, the Time Between Overhaul (TBO) schedule for this engine type is 2,000 hours in service or within 12 calendar years of the last overhaul, to mitigate age-related engine deterioration.
On January 5, 2023, a maintenance entry noted an "intermittent variation in power of the engine" during a cross-country flight. A mechanic replaced the Nos. 1 and 2 exhaust gaskets, a missing exhaust nut, and added new washers to the Nos. 1 and 2 cylinder exhaust studs. After a test run that revealed roughness and a low exhaust gas temperature on the No. 2 cylinder, the mechanic removed the No. 2 cylinder valve cover and replaced a broken valve spring. The engine was test-run again and the airplane was returned to service. No entries indicated that the oil filter or oil sump suction screen were checked for metallic debris during this maintenance.
Further review of the engine logbook showed that the last recorded check of the oil filter was on September 1, 2022, about eight months before the accident. Subsequently, the airplane underwent three 100-hour inspections and an annual inspection, each including an entry stating "Changed oil and filter." However, there was no entry indicating that the oil filter was opened and inspected for debris. Per Lycoming Mandatory Service Bulletin 480F, the oil filter and oil sump suction screen should be checked after each oil change to identify metallic debris indicative of excessive wear and potential engine failure. The log entries also did not note a check of the oil sump suction screen at these oil changes.