FTW96LA280

The pilot reported that while cruising at 11,500 feet MSL over 10,000 foot terrain, he 'noticed the oil pressure gauge was reading 0.' Approximately 5 minutes later, the engine 'clanked and started to break apart internally.' Subsequently, a 'few minutes' after that, the engine seized. The pilot executed a forced landing between trees on a rocky ridge top. During the landing roll, the airplane hit a rock, nosed over and came to rest in an inverted position. Postcrash examination of the engine revealed extensive internal damage. Subsequently, the parts were sent to a metallurgical laboratory for analysis. It was determined that the number one piston had developed in-service fatigue cracks and subsequently disintegrated; which in turn caused the general failure of the engine.

On June 30, 1996, at 1400 mountain daylight time, a Cessna 182N, N9001G, was substantially damaged during a forced landing near Truth or Consequences, New Mexico. The instrument rated private pilot and his passenger were not injured. The aircraft was registered to and operated by a private owner, under Title 14 CFR Part 91. The cross country flight originated from Tucson International Airport near Tucson, Arizona, two hours before the accident. Visual meteorological conditions prevailed for the flight and no flight plan was filed for the flight to Amarillo, Texas.

The pilot reported in written statements to the FAA and on his Pilot/Operator Aircraft Accident Report that while cruising at 11,500 feet MSL over 10,000 foot terrain, he "noticed the oil pressure gauge was reading 0." Approximately 5 minutes later, the engine "clanked and started to break apart internally." Subsequently, a "few minutes" after that, the engine seized. The pilot landed the airplane between trees, on a rocky ridge top. During the landing roll, the airplane hit a rock, nosed over and came to rest inverted.

A post-crash teardown examination of the engine by an FAA inspector revealed extensive internal damage. The parts were sent to a metallurgical laboratory for analysis. It was determined that the number one piston had developed in-service fatigue cracks and subsequently disintegrated (see attached Failure Analysis of Engine Components report).