# NTSB FTW02LA119: Cessna TR182, N9321R, Cypress, TX, April 11, 2002 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: April 11, 2002, 18:18 local (23:18 UTC) - Place: Cypress, TX - Location: 29.9691° N, 95.6972° W: Placed by OpenAirDocs: center of Cypress, TX, within about 6 miles (OpenAirDocs) - Nearby events: https://openairdocs.org/map.md?lat=29.9691&lon=-95.6972&mi=10 - Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping) - Highest injury: No injuries - Injuries: 1 uninjured - Status: Completed, report November 4, 2002 - Report: Approved by Office Director - Parties: Federal Aviation Administration, Lycoming Engines - NTSB case key (mKey): 54521 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=FTW02LA119 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/54521/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=54521 - Page: https://openairdocs.org/ntsb/FTW02LA119 ## Probable cause the total loss of engine power as a result of oil starvation due to a missing oil filler cap, which resulted in a forced landing. A factor was the lack of suitable terrain for the forced landing. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Loss of engine power, cruise - fluid,oil - starvation (cause) - lubricating system,oil filler cap - missing (cause) - Forced landing, emergency descent/landing - On ground/water encounter with terrain/water, emergency landing - terrain condition - muddy - terrain condition - none suitable (contributing factor) ## Analysis The pilot stated that he checked the oil level during the preflight inspection, the dipstick indicated 8 quarts, and he did not remove the oil filler cap to add any oil. The flight departed and had been airborne approximately 15 minutes when the pilot heard a "loud bang," a film of oil covered the windshield, and the engine lost total power. Subsequently, a forced landing was executed to a muddy field, and the airplane came to rest upright. An FAA inspector reported that there was an oil film covering the windshield, and added that the film extended aft along the fuselage. The Lycoming O-540-L3C5D engine was examined and boroscoped through two holes located on the top side of the engine crankcase. The #4 and #5 connecting rods were observed to be partially separated and the #6 connecting rod was completely separated from the crankshaft. All of the rods displayed signatures consistent with heat distress. The engine was removed from the airframe firewall, and no loose fittings or compromised oil lines were noted during the removal. The inlet and outlet lines for the oil cooler and turbocharger were pressurized with 80 psi of air, and no leaks were noted. The oil filter was removed and examined, and metal shavings were present; however, they did not completely obstruct the filter. The oil pump was removed and all of its internal components were intact; however, galling was observed on the pump's internal housing and on the gear teeth. The oil suction screen was removed and metal shavings were present; however, they did not completely obstruct the screen. The oil sump contained approximately 1 quart of oil and metal fragments. The oil filler cap was not located during the examination. ## Factual narrative On April 11, 2002, at 1818 central daylight time, a Cessna TR182 single-engine airplane, N9321R, was substantially damaged during a forced landing following a total loss of engine power near Cypress, Texas. The airplane was registered to Red Bird Flyers Inc., of Wilmington, Delaware, and operated by the pilot. The private pilot, sole occupant of the airplane, was not injured. Visual meteorological conditions prevailed, and a flight plan was not filed for the 14 Code of Federal Regulations Part 91 personal flight. The local flight originated from the David Wayne Hooks Memorial Airport, Houston, Texas, at 1800. According to the pilot, he did not note any anomalies during the preflight inspection or engine run-up. He stated that he checked the oil level during the preflight inspection, the dipstick indicated 8 quarts, and he did not remove the oil filler cap to add any oil. The purpose of the flight was to perform a check of the airplane's Very High Frequency Omnidirectional Range (VOR) navigational unit. The flight departed and had been airborne approximately 15 minutes when the pilot heard a "loud bang," a film of oil covered the windshield, and the engine lost power. Subsequently, a forced landing was executed to a muddy field, and the airplane came to rest upright. The FAA inspector, who examined the airplane at the accident site, reported that the fuselage was buckled, one propeller blade was bent aft 45 degrees, and one propeller blade was undamaged. He confirmed that there was an oil film covering the windshield, and added that the film extended aft along the fuselage. He also reported that there was a hole in the left rear side of the engine crankcase. The Lycoming O-540-L3C5D engine was examined by the NTSB Investigator-In-Charge and a representative from Lycoming Engines. The crankcase contained a hole between the #5 cylinder's intake pushrod outlet and the #4 cylinder's exhaust pushrod outlet. There was also a hole observed between the #5 cylinder's pushrods. It was noted that all of the engine accessories remained attached to the engine. The engine was boroscoped through the two holes in the engine crankcase, and the #4 and #5 connecting rods were observed to be partially separated from the crankshaft and displayed heat distress. The #6 connecting rod was completely separated from the crankshaft and displayed heat distress. The engine was removed from the airframe firewall and no loose fittings or compromised oil lines were noted during the removal. The inlet and outlet lines for the oil cooler and turbocharger were pressurized with 80 psi of air, and no leaks were noted. The oil filter was removed, examined, and metal shavings were present; however, the shavings did not completely obstruct the filter. The oil pump was removed and all of its internal components were intact; however, galling was observed on the pump's internal housing and on the gear teeth. The oil suction screen was removed and metal shavings were present; however, they did not completely obstruct the screen. The oil sump contained approximately 1 quart of oil and metal fragments. The oil filler cap was not located during the examination. The airplane's maintenance logbooks were reviewed. On August 25, 2001, the airframe and engine underwent their last annual and 100 hour inspection, respectively. On February 21, 2002, the engine underwent its last oil and filter change, and had accumulated a total of 678.9 hours since its last overhaul at a Lycoming facility. At the time of the accident, the airframe had accumulated a total of 2,638.9 hours and the engine had accumulated a total of 714.4 hours since its last overhaul. No record of any open maintenance discrepancies was found. ## Aircraft - Registration: [N9321R](https://openairdocs.org/deregistered/N9321R-2002-09-13), registration cancelled 2002-09-13, S/N R18200690, built 1978 (OpenAirDocs) - Reported make and model: Cessna TR182 - Registry model: [Cessna TR182](https://openairdocs.org/model/cessna-tr182) (registry code 2072735) (OpenAirDocs) - Registry engine: [Lycoming 0-540 series](https://openairdocs.org/engine/lycoming-0-540-series) (registry code 41532, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: R18200690 - Airframe hours: 2638.9 - Engines: Lycoming O-540-L3C5D 235 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Operator: William B. Schmidt, doing business as N/A - Registered owner: Red Bird Flyers Inc. - Airworthiness certificate: Standard, Normal - Last inspection: Annual, August 25, 2001, 196.7 hours before - Departed: DWH, Houston, TX - Airport: DWH, David Wayne Hooks Memorial ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 55; injuries: none; private; airplane ratings: single-engine land; instrument ratings: airplane; medical: class 2, valid medical--w/ waivers/lim; last flight review March 13, 2001; seat: left; flight hours: 492 total, 103 in this make and model, 454 as pilot in command, 17 in the last 90 days, 2 in the last 30 days ## Weather - Conditions: Visual (VMC), Day - Wind: 120° at 8 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 77 °F, dew point 63 °F - Altimeter: 29.97 inHg - Observed at: DWH ## 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 20020411017149A](https://openairdocs.org/incident/20020411017149A), Apr 11, 2002: Cessna TR182, Cypress, TX, Substantial damage. (.19) On April 11, 2002, at 1818 central daylight time, a Cessna TR182 airplane, N9321R, was substantially damaged during a forced landing following a loss of… ## Docket (11 files) The files NTSB released with the investigation on September 24, 2002, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=54521. 4.8 MB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 415 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40428204&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Redacted.PDF - Reports from Parties to the Investigation - Lycoming (item 2, .PDF, 265 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40166519&FileExtension=.PDF&FileName=Reports%20from%20Parties%20to%20the%20Investigation%20-%20Lycoming-Master.PDF - Maintenance Records (item 3, .PDF, 711 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40428205&FileExtension=.PDF&FileName=Maintenance%20Records-Redacted.PDF - Statement of Party Representatives to NTSB Investigation (item 4, .PDF, 456 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40428206&FileExtension=.PDF&FileName=Statement%20of%20Party%20Representatives%20to%20NTSB%20Investigation-Redacted.PDF - Release of Aircraft Wreckage, NTSB Form 6120.15 (item 5, .PDF, 85 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40428207&FileExtension=.PDF&FileName=Release%20of%20Aircraft%20Wreckage,%20NTSB%20Form%206120.15-Redacted.PDF - Photo 01: Airplane at site. Note oil film. (item 6, .PDF, 242 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40166523&FileExtension=.PDF&FileName=Photo%2001%3A%20Airplane%20at%20site.%20Note%20oil%20film.-Master.PDF - Photo 02: Holes in engine crankcase. (item 7, .PDF, 555 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40166524&FileExtension=.PDF&FileName=Photo%2002%3A%20Holes%20in%20engine%20crankcase.-Master.PDF - Photo 03: Oil sump. Note lack of oil. (item 8, .PDF, 510 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40166525&FileExtension=.PDF&FileName=Photo%2003%3A%20Oil%20sump.%20Note%20lack%20of%20oil.-Master.PDF - Photo 04: Oil suction screen. (item 9, .PDF, 472 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40166526&FileExtension=.PDF&FileName=Photo%2004%3A%20Oil%20suction%20screen.-Master.PDF - Photo 05: Oil pump. (item 10, .PDF, 469 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40166527&FileExtension=.PDF&FileName=Photo%2005%3A%20Oil%20pump.-Master.PDF - Photo 06: Oil filter element. (item 11, .PDF, 667 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40166528&FileExtension=.PDF&FileName=Photo%2006%3A%20Oil%20filter%20element.-Master.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.