# NTSB ERA23LA341: Piper PA28, N7463W, Preston, CT, August 19, 2023 - Type: NTSB accident investigation - Classification: Accident · No injuries · Class 3 · Limited · Final report - Date: August 19, 2023, 18:00 local (22:00 UTC) - Place: Preston, CT - Coordinates: 41.523302, -72.016385 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=41.5233&lon=-72.0164&mi=10 - Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping) - Defining event: [Enroute-cruise: Loss of engine power (total)](https://openairdocs.org/ntsb-events/341) - Highest injury: No injuries - Injuries: 2 uninjured - Status: Completed - Report: Approved by Office Director - Investigation class: Class 3 - NTSB office: Eastern Region Aviation - Parties: Lycoming, FAA/FSDO - NTSB case key (mKey): 192899 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ERA23LA341 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/192899/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=192899 - Page: https://openairdocs.org/ntsb/ERA23LA341 ## Probable cause A failure of the No. 2 connecting rod, which resulted in a total loss of engine power. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Engine (reciprocating): recip engine power section](https://openairdocs.org/ntsb-findings/01058520): Aircraft › Aircraft power plant · Failure (probable cause); cases with it: [Piper PA-28-180, 6 cases](https://openairdocs.org/ntsb-findings/01058520/cases.md?model=7102808), [All aircraft, 233 cases](https://openairdocs.org/ntsb-findings/01058520/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Enroute-cruise: Loss of engine power (total)](https://openairdocs.org/ntsb-events/341) (defining event); cases with it: [Piper PA-28-180, 37 cases](https://openairdocs.org/ntsb-events/341/sequence.md?model=7102808), [All aircraft, 3,820 cases](https://openairdocs.org/ntsb-events/341/sequence.md) - [Landing-landing roll: Off-field or emergency landing](https://openairdocs.org/ntsb-events/440); cases with it: [Piper PA-28-180, 40 cases](https://openairdocs.org/ntsb-events/440/sequence.md?model=7102808), [All aircraft, 3,365 cases](https://openairdocs.org/ntsb-events/440/sequence.md) - [Landing-landing roll: Collision with terr/obj (non-CFIT) ](https://openairdocs.org/ntsb-events/470); cases with it: [Piper PA-28-180, 96 cases](https://openairdocs.org/ntsb-events/470/sequence.md?model=7102808), [All aircraft, 10,189 cases](https://openairdocs.org/ntsb-events/470/sequence.md) ## Analysis During a cross-country flight the pilot noticed the oil pressure decreased to zero. Seconds later, he noticed oil flowing up the windscreen and then the engine then lost total power. The pilot successfully landed the airplane in a field but, during the landing rollout, the right wing struck a metal pipe that was hidden in brush, separating it from the airplane. Postaccident examination of the engine revealed a portion of the engine crankcase above the No. 2 cylinder was fractured and separated from the engine. The crankshaft end of the No. 2 connecting rod was separated from the crankshaft’s No. 2 connecting rod journal. A review of the aircraft maintenance logbook revealed that the most recent annual inspection was completed 3.5 operating hours before the accident. The maintenance log entry documenting the annual inspection noted in part that the oil filter was replaced, and that the old oil filter was cut open and inspected, with no contamination noted. The most recent engine overhaul was completed almost 25 years before the date of the accident (the engine manufacturer recommended that the engine be overhauled within 12 calendar years of having entered service). Based on the available information, the loss of engine power was most likely the result of a deterioration of the engine’s internal mechanical components that had been occurring over the time since the engine was last overhauled. This ultimately resulted in the failure of the No. 2 connecting rod, and the total loss of engine power. ## Factual narrative On August 19, 2023, about 1800 eastern daylight time, a Piper PA28-180, N7463W, was substantially damaged when it was involved in accident near Preston, Connecticut. The pilot and passenger were not injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. According to the pilot, he departed Martha’s Vineyard Airport (MVY), Vineyard Haven, Massachusetts, and was destined for Groton-New London Airport (GON), Groton, Connecticut. Once he reached a cruise altitude of 4,500 ft mean sea level, he noticed the oil pressure gauge indication drop to zero. Seconds later, he noticed oil pouring out of the engine cowling and flowing up the windscreen. The engine then lost total power. The pilot tried to glide the airplane to GON but was unable to reach the runway, so he set up for a landing in a field. The pilot successfully landed the airplane in the field but, during the landing rollout, the right wing struck a metal pipe that was hidden in brush. The airplane rotated 180° and the right wing separated from the fuselage, resulting in substantial damage. An examination of the engine revealed that the left side of the engine case was ruptured and fragments of the engine case were sitting on top of the engine. Further examination of the engine revealed the portion of the left crankcase half above the No. 2 cylinder was fractured and separated from the engine. The crankshaft end of the No. 2 connecting rod was separated from the crankshaft’s No. 2 rod journal. The rod was deformed consistent with battering the rod journal and the interior of the right crankcase half. One portion of the rod, including a rod bolt hole, was bent inward. There was no rod bolt in the hole. A bent portion of a rod bolt with a nut still installed was recovered from the interior of the crankcase. A portion of the rod cap with the head portion of the rod bolt still in place was also recovered from the crankcase. The other portion of the connecting rod and the corresponding half of the rod cap and the rod bolt were separated from the rod and not recovered. Thin ferrous material, consistent with remnants of the No. 2 bearing was also recovered from the crankcase and the oil sump. The No. 2 cylinder was removed and the crankshaft rotated by turning the crankshaft propeller flange. Continuity of the crankshaft to the rear gears and to the valvetrain of cylinders Nos.1, 3, and 4 was confirmed. Compression and suction were observed from cylinders Nos. 1, 3, and 4. A review of the airplane’s maintenance logs revealed that the most recent engine overhaul was completed on October 1, 1998. According to a log entry dated June 20, 2007, the engine was disassembled and inspected due to “metal contamination.” The maintenance log entry for this work noted, in part, the installation of “new main and rod bearings.” An entry dated June 1, 2022 documented an annual inspection and noted that the oil and oil filter were replaced, but did not document whether theold filter was cut open and inspected for contamination. The entry also indicated that cylinder compressions were: No. 1 80 psi, No. 2 42 psi, No. 3 75 psi, No. 4 42 psi. No corrective actions were noted in the entry. An entry dated May 12, 2023, indicated that the tachometer (airframe/engine total time) was 3,500.5 hours, the engine time since major overhaul was 939.5 hours, and the time since the 2007 disassembly of the engine was 631.5 hours. The entry documented that the oil was changed, that the oil filter was replaced, and that the previous oil filter was cut open and examined with “no contaminants found.” The entry noted that the cylinder compressions were: No. 1 74 psi, No. 2 22 psi, No. 3 70 psi, No.4 35 psi. It also stated, “Lap exhaust valves on cylinders #2 and #4. Recommend retest in 10 hours.” Lycoming Service Instruction No. 1191A stated: “If the pressure reading for all cylinders is equal and above 70 psi; the engine is satisfactory; less than 65 psi indicates wear has occurred and subsequent compression checks should be made at 100-hour intervals to determine rate and amount of wear. If the pressure reading is below 60 psi or if the wear rate increases rapidly, as indicated by appreciable decrease in cylinder pressure, removal and overhaul of the cylinders should be considered.” According to Lycoming Service Instruction No. 1009BE, “All engine models are to be overhauled within twelve (12) calendar years of the date they first entered service or of last overhaul. This calendar year time period TBO is to mitigate engine deterioration that occurs with age, including corrosion of metallic components and degradation of non-metallic components such as gaskets, seals, flexible hoses and fuel pump diaphragms.” ## Aircraft - Registration: [N7463W](https://openairdocs.org/aircraft/N7463W), registered now, S/N 28-1353, built 1963 (OpenAirDocs) - Reported make and model: PIPER PA28 (180) - Registry model: [Piper PA-28-180](https://openairdocs.org/model/piper-pa-28-180) (registry code 7102808) (OpenAirDocs) - Registry engine: [Lycoming O&VO-360 series](https://openairdocs.org/engine/lycoming-o-vo-360-series) (registry code 41514, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 28-1353 - Year built: 1963 - Airframe hours: 3504 - Engines: Lycoming O-360-A3A 180 hp reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Airworthiness certificate: Standard, Normal - Last inspection: Annual, May 12, 2023, 3.5 hours before - Departed: MVY, Vineyard Haven, MA - Destination: FWN, Sussex, NJ - Equipment: Handheld GPS, ADS-B, Stall warning system ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 21; injuries: none; private; airplane ratings: single-engine land; medical: class 1, without waivers/limitations; last flight review May 24, 2022; seat: left; restraint: 3-point; flight hours: 130 total, 33 in this make and model ## Weather - Conditions: Visual (VMC), Day - Wind: 240° at 10 knots - Visibility: 10 statute miles - Lowest ceiling: 6,000 ft broken - Temperature: 73 °F, dew point 57 °F - Altimeter: 29.93 inHg - Observed at: GON, 12 nm away - METAR: KGON 192156Z 24010KT 10SM BKN060 23/14 A2993 RMK AO2 SLP134 T02330144 ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 20230819014919A](https://openairdocs.org/incident/20230819014919A), Aug 19, 2023: Piper PA-28-180, Preston, CT, Substantial damage. On August 19, 2023 at approximately 1810 LCL, a Piper cherokee 180 landed off airport in a nearby field close to kgon airport. The airman reported that he… ## Docket (11 files) The files NTSB released with the investigation on July 24, 2024, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=192899. 18.0 MB in all. - Pilot/operator aircraft accident report, NTSB form 6120.1 (item 1, PDF, 11 pages, 2.2 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=16198624&FileExtension=pdf&FileName=6120_Redacted-Rel.pdf - Memorandum for record a�� pilot statement (item 2, PDF, 2 pages, 121 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=16199017&FileExtension=pdf&FileName=Marschall_Written%20Statement%20of%20Events%20on%20August%2019-Rel.pdf - Memorandum for record a�� passenger statement (item 3, PDF, 3 pages, 137 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=16199732&FileExtension=pdf&FileName=Allenspach_Written%20Statement%20of%20Events%20on%20August%2019-Rel.pdf - Maintenance records (item 4, PDF, 4 pages, 6.2 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=16199559&FileExtension=pdf&FileName=Logbooks_Redacted-Rel.pdf - Additional maintenance log excerpts (item 5, PDF, 4 pages, 5.5 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=17347784&FileExtension=pdf&FileName=Additional%20maintenance%20logbooks_Redacted-Rel.pdf - Lycoming services instructions (item 6, PDF, 2 pages, 53 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=16199927&FileExtension=pdf&FileName=Lycoming%20Service%20Instruction%201191A%20Cylinder%20Compression-Rel.pdf - Lycoming tbo schedules (item 7, PDF, 8 pages, 816 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=16200207&FileExtension=pdf&FileName=SI%201009BE%20TBO%20Schedules-Rel.pdf - Investigative photographs (item 8, PDF, 4 pages, 1.3 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=16208236&FileExtension=pdf&FileName=Investigative%20Photo%27s-Rel.pdf - Wreckage examination summary (item 9, PDF, 7 pages, 202 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=16200217&FileExtension=pdf&FileName=Wreckage%20Examination%20Summry-Rel.pdf - Statement of party representatives to NTSB investigation (item 10, PDF, 1 page, 253 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=16199430&FileExtension=pdf&FileName=N7463W%20Lycoming%20Party%20Form_Redacted-Rel.pdf - Release of aircraft wreckage, NTSB form 6120.15 (item 11, PDF, 1 page, 1.1 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=16200711&FileExtension=pdf&FileName=WRF_Redacted-Rel.pdf From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.