20010614013599A

(.19)On June 14, 2001, at approximately 1255 central standard time, an aerocommander 114-B airplane, N114BW, was substantially damaged during a forced landing following a loss of engine power near Okmulgee, Oklahoma. The airplane was registered to a private individual and operated by the pilot. The commercial pilot, sole occupant of the airplane, sustained minor injuries. Visual meteorological conditions prevailed and an IFR flight plan was filed for the 14 code of federal regulations part 91 personal flight. The cross-country flight originated from the kyle-oakley field airport, murray, Kentucky, at approximately 0900, and was destined for the wiley post airport, Oklahoma city, Oklahoma. The owner, who spoke to the pilot following the accident, reported that after 1.5 hours of normal flight, the engine started to run rough. The roughness intensified, the oil pressure gauge dropped to 0, and the engine "ceased." The pilot reported the loss of oil pressure to air traffic control and requested vectors to Okmulgee, Oklahoma. He then reported that he "lost the engine," had the Okmulgee airport in sight, and "thought he could make it." Subsequently, the airplane landed in a field located 2 1/2 miles northeast of the Okmulgee airport. The FAA inspector, who examined the aircraft at the accident site, reported that both wings, the engine firewall, and the landing gear were structurally damaged. He added that he removed the engine oil dipstick, and it indicated 2 quarts. (-23) aircraft experienced power loss in cruise flight resulting in a forced landing in a field 2 1/2 miles northeast of the okm airport. The aircraft received substantial damage. Preliminary examination revealed a hole in the crankcase near the #5 cylinder. Wreckage transported to air salvage of dallas, TX. For further investigation of the engine. This report to be amended after the examination. (.4) the flight had been airborne for three hours when the pilot heard a "loud bang" and the engine lost total power. He executed a forced landing to a field, during which the airplane contacted dirt mounds that were 4 feet high, before it came to a stop upright. Postaccident examination of the airplane revealed that fresh engine oil was adhering to the left side of the fuselage from the engine cowling extending back to the empennage. The oil dip stick was removed and indicated only 2 quarts (8 quart capacity). The oil was black and smelled as though it had been exposed to heat. The engine crankcase displayed a 2.5-inch diameter hole between the #5 and #6 cylinders. The engine was disassembled and it was noted that the connecting rod for the #6 cylinder had separated from its piston and the crankshaft. The #6 connecting rod journal displayed evidence of thermal damage and metal transfer. Metallurgical examination of the #6 connecting rod end cap and bolt revealed fractures indicative of overstress at extreme temperatures. Additionally, the rod end cap bearing surface displayed fretting and metal transfer. No other anomalies with the engine were noted.