LAX03LA164

The pilot executed a forced landing after the airplane experienced a catastrophic engine failure. Approximately 20 minutes after takeoff, the engine started to violently shake. The pilot retarded the throttle to 15 inches of manifold pressure and reduced the rpm to 2300. White smoke was emitted from the top portion of the cowling and a small amount of smoke entered the cockpit. Also, a large amount of "very black" oil came from the front of the cowling. The pilot turned the airplane in the direction of the nearest airport. About 2 minutes later, the engine stopped completely. He turned a base leg for the highway below. While on final, the airplane was overtaking vehicles on the road so he elected to deviate to the side of the highway. During the landing roll, the nose gear was torn off. After securing the airplane, the pilot noted two large holes on the top, aft portion of the engine casing. Pieces of casing and piston were on and around the engine. A piston rod was located on top of the engine, and a third hole was located at the bottom of the engine casing. Disassembly of the engine revealed that the number 2 cylinder main bearing rotated and closed off the oil supply to the bearing. It had been 1464.5 hours since the engine's last overhaul. According to the engine manufacturer, the time between overhauls for this engine is 1,600 operating hours. An oil analysis on December 7, 2001, indicated that the wear metals appeared high for the oil time.

This narrative was modified on February 16, 2005.

On May 26, 2003, about 1040 mountain standard time, a Cessna T207A, N9317M, executed a forced landing after it experienced a loss of power approximately 15 miles south of Page, Arizona. Westwind Aviation, Inc., was operating the airplane under the provisions of 14 CFR Part 91. The commercial pilot, the sole occupant, was not injured; the airplane sustained substantial damage. The positioning flight departed Page about 1030, en route to Grand Canyon, Arizona. Visual instrument meteorological conditions prevailed, and no flight plan had been filed.

In a written statement, the pilot reported that approximately 20 minutes after takeoff the engine started to violently shake. He retarded the throttle to 15 inches of manifold pressure and reduced the rpm to 2300. White smoke was emitted from the top portion of the cowling and a small amount of smoke entered the cockpit. Also, a large amount of "very black" oil came from the front of the cowling. The pilot turned the airplane in the direction of Page Airport and declared an emergency on the Page Unicom. About 2 minutes later, the engine stopped completely. He turned a base leg for the highway below. While on final, the airplane was overtaking vehicles on the road so he elected to deviate to the side of the highway. During the landing roll, the nose gear was torn off. After securing the airplane, the pilot noted two large holes on the top, aft portion of the engine casing. The left magneto was broken from its attachment point. Pieces of casing and piston were on and around the engine. A piston rod was located on top of the engine, and a third hole was located at the bottom of the engine casing.

Maintenance records indicated that the engine was installed on August 7, 2000. The last inspection on the engine was an annual, completed on May 2, 2003. At that time, the engine had accumulated 2955.7 hours total time. At the time of the accident, it had been 1464.5 hours since the last overhaul.

According to the engine overhauler Western Skyways, Inc., the engine meets the requirements of Continental Service Bulletin SIL98-9 for a 1,600-hour time between overhaul.

On December 7, 2001, an engine oil analysis was completed on an oil sample at Aviation Oil Analysis, Phoenix, Arizona. The results of the analysis indicated the following: check oil for chips (108); possible corrosion if aircraft not flown regularly (124); resample 25 hours to monitor wear trend (135); and wear metals appear high for oil time (196); the report is attached.

On April 3, 2003, the airplane discrepancy sheet indicated that the oil pressure was in the lower portion of the green arc during cruise. The oil pressure adjustment unit was removed and the valve face was cleaned. The oil pressure then tested within acceptable limits.

The National Transportation Safety Board investigator-in-charge (IIC) and a representative from Teledyne Continental, a party to the investigation, examined the engine on October 21, 2003. The examination revealed that an internal catastrophic failure of the engine had occurred. Disassembly of the engine revealed that the number 2 cylinder main bearing had rotated and blocked the oil supply to the bearing.

This narrative was modified on February 16, 2005.