ERA12LA394

The pilot was flying the airplane under the conditions specified in a Special Flight Permit to reposition it for a potential sale. The airplane and engine were inspected by a certificated mechanic in accordance with the permit requirements before the flight. During cruise flight, the engine began to “sputter.” The pilot turned to find a landing field, then heard a loud noise, and the engine lost all power. The pilot performed a forced landing in a cotton field; however, the landing gear collapsed in the soft soil and the airframe sustained substantial damage. Subsequent examination of the engine revealed puncture holes in the upper and lower sections of the engine case. The No. 2 cylinder connecting rod was separated from the crankshaft. The recovered parts of the crankshaft showed indications of heat distress and a lack of lubrication. The Nos. 3 and 4 cylinder connecting rods and rod bearings were still connected to the crankshaft; however their failure appeared imminent because of a severe lack of lubrication. All other crankshaft bearings appeared normal. The No. 1 cylinder connecting rod and bearing were normal in appearance with the exception of an overload fracture near the piston end. It is apparent that the No. 2 cylinder connecting rod end failed first due to a lack of lubrication, and the rotating and moving parts fractured the No. 1 cylinder connecting rod end, resulting in complete engine stoppage.

On June 13, 2012, about 1015 eastern daylight time, a Piper PA-28-180, N9238J, was substantially damaged following a loss of engine power and forced landing near Ocilla, Georgia. The certificated private pilot sustained minor injuries. The airplane was registered to a corporation and was operated by the pilot under the provisions of 14 Code of Federal Regulations Part 91, as a ferry flight. Visual meteorological conditions prevailed and no flight plan was filed. The flight originated at Livingston, Tennessee (8A3), about 0700 and was destined for Clearwater, Florida (CLW). According to the pilot, he was flying the airplane to Florida for a potential sale. While at 2,500 feet mean sea level, the engine began to “sputter.” He turned to the north in search of a landing field. He heard a loud noise and the engine lost all power. He force landed the airplane in a cotton field and the landing gear collapsed in the soft soil. A Special Flight Permit was issued on June 7, 2012 by the Nashville, Tennessee FAA Flight Standards District Office to allow the pilot to fly the airplane to CLW for the potential sale. The permit required that the airplane be inspected by a certificated mechanic or repair station to determine if the airplane was safe for the intended flight. The reason for the permit was to allow the flight to be conducted without a current annual inspection. According to the aircraft logbooks, the last annual inspection was accomplished on March 29, 2007. An inspection was performed on June 7, 2012 to comply with the Special Flight Permit. On the same day, the mechanic changed the engine oil and oil filter and performed an engine run-up with no anomalies noted. A Federal Aviation Administration (FAA) inspector responded to the accident site and examined the wreckage. The inspector confirmed substantial damage to the engine firewall and fuselage. An initial examination of the engine revealed damage to the number one cylinder and there was a hole in the upper case. The engine oil sump contained oil. The wreckage was recovered to Tennessee where a subsequent examination of the engine was performed. On October 1, 2012, the NTSB investigator-in-charge performed an examination of the engine at the owner’s storage facility at Livingston, Tennessee. External examination revealed a puncture hole in the upper right side case and a puncture hole in the lower left side case. The end of one connecting rod protruded through the lower left case and could not be moved by hand. The engine-driven oil pump was removed and examined. When manually rotated, there was no binding or noise and the gears turned smoothly. Suction was observed as the drive coupling was rotated. The unit was disassembled and no anomalies were noted. The unit was free of contaminants and the internal gears were coated with oil. The engine case was opened to facilitate inspection of the internal engine components. The end of the number one connecting rod was fractured and penetrated thelower, left case. The rod remained attached to the crankshaft and exhibited overload signatures. After removal from the crankshaft, the connecting rod bearing was found lubricated with oil and the bearing was normal in appearance. There were no signs of heat distress or lack of lubrication. The attachment point on the crankshaft was also lubricated with oil and free of heat or unusual wear. The number one cylinder and piston were damaged and could not be removed from the case. The number two connecting rod was not connected to the crankshaft. Small parts of the connecting rod and rod cap were found; however, the entire connecting rod was not accounted for. The located parts showed indications of heat distress and lack of lubrication. The number two cylinder and piston were damaged and could not be removed from the case. The crankshaft surface at the number two connecting rod showed significant wear, heat distress, and lack of lubrication. Some extruded bearing material remained attached to the crankshaft in this area. The numbers three and four connecting rods remained attached to the crankshaft. The rods ends at the crankshaft exhibited significant discoloration, surface corrosion, heat distress, and lack of lubrication. The numbers three and four connecting rods were removed from the crankshaft and inspected. The connecting rod bearings were severely scored, worn, and exhibited heat distress and a lack of lubrication. The crankshaft surfaces at the number three and four connecting rod attachment points showed significant wear, heat distress, and lack of lubrication. All crankshaft bearings on the engine case were found lubricated with oil and the bearings were normal in appearance.