LAX08LA098

About 15 minutes after takeoff, during cruise flight, the pilot observed the engine oil pressure drop and the temperature increase, followed by a total loss of engine power. The pilot made an intentional gear-up forced landing on rough terrain. A partial teardown examination of the engine revealed ferrous and non-ferrous metal in the oil screens. The number 3 connecting rod was found bent, and the number 4 and number 5 cylinders were damaged. Numerous pieces of metal were observed in the crankcase that were associated with the number 4 and number 5 cylinders and pistons. The internal engine component that initially broke at the beginning of the sequence was not identified.

On April 11, 2008, about 0730 mountain standard time, an experimental North American T-28C, N9022N, experienced a total loss of engine power while cruising about 5 miles east-southeast of the Kingman Airport, Kingman, Arizona. The pilot made a forced landing on open, rocky, desert terrain, and the airplane was substantially damaged. The private pilot was not injured, and the passenger sustained minor injuries. The airplane was owned and operated by the pilot. Visual meteorological conditions prevailed at the time of the personal flight, and no flight plan was filed. The flight was performed under the provisions of 14 Code of Federal Regulations Part 91, and it originated from Kingman about 0715.

The pilot reported to the National Transportation Safety Board investigator that the engine started running rough while cruising about 5,000 feet mean sea level (about 2,000 feet above ground level). The pilot checked the engine gauges and observed that the oil pressure was decreasing and the oil temperature was "maxing out." According to the pilot, the engine then lost all power and he made an intentional gear up landing because the tricycle gear airplane likely would have nosed over during rollout on the soft terrain. The propeller continued to rotate throughout the mishap. The pilot stated that his airplane's Curtis Wright model 1820-86B engine had been operated about 175 hours since receiving an overhaul.

At the direction of the Safety Board investigator, a Federal Aviation Administration (FAA) airworthiness inspector oversaw an examination of the accident engine. In pertinent part, the FAA inspector reported finding "an excessive amount of ferrous and non-ferrous" material in the oil screens. The number 3 cylinder was removed from the crank case and exhibited a bent connecting rod, along with "major damage to its piston and cylinder skirt." Also, numerous pieces of metal were observed in the crankcase that was associated with the number 4 and number 5 cylinders. The internal engine component that initially broke was not identified.