MIA06LA063

The flight instructor and instrument student were on an IFR cross-country flight. While descending from 11,000 feet to 5,000 feet, the oil annunciator light illuminated and the oil pressure gage was not indicating any pressure. The engine began to run rough and vibrate, and then lost power. They declared an emergency and were vectored towards a nearby airport. The engine made "a loud squealing noise" before it shut down completely. Unable to reach the airport, they made a forced landing on unsuitable terrain. Post-accident examination of the engines revealed a breach in the crankcase above the no. 6 cylinder. The no. 6 connecting rod had separated from the crankshaft, and the connecting rod and crankshaft journal exhibited heat distress from the loss of lubrication. A fragment of a broken connecting rod bolt exhibited signs of ductile overload. The oil hose supplying pressure lubrication to the turbo bearing (p.n. 124F003-6GR0262 rated at 1,500 psi) was found to be making contact with the exhaust system pipes, and the heat shield was burned through at two locations, exhibiting chafing and heat distress. Pressure test of the hose produced air bubbles. According to the engine maintenance logbook, two damaged oil lines had been removed and replaced the year before due to overheat from the exhaust system.

On March 12, 2006, approximately 1615 central standard time, a Piper PA-32RT-300T, N321GS, made a forced landing following a total loss of engine power, near Baker, Florida. Visual meteorological conditions prevailed at the time of the accident. The instructional flight was being conducted under the provisions of 14 Code of Federal Regulation (CFR) Part 91, and an instrument flight rules (IFR) flight plan had been filed. The commercial-certificated flight instructor and the private-certificated dual student reported minor injuries, and the airplane was substantially damaged. The flight originated from General Dewitt Spain Airport, Memphis, Tennessee, approximately 1400, and was en route to the Destin-Ft. Walton Beach Airport, Destin, Florida.

The flight instructor said that he and the student were on an instrument cross-country flight. When the airplane was about 45 mile northwest of the Destin airport and descending from 11,000 feet to 5,000 feet, the oil annunciator light illuminated and the oil pressure gage was not indicating any pressure. Shortly thereafter, the engine began to run rough and vibrate, and then lost power. They communicated with the Eglin Approach controller that they were having engine problems and requested vectors to the nearest airport. The controller vectored them toward an airport that was about 7 miles away (Sky View Airport, private). The engine made "a loud squealing noise" before it shut down completely. They declared an emergency and advised they were not going to be able to reach the airport. They saw "a good looking little field" on which to make a forced landing. During the final approach to the field, the aircraft cleared a house and glided underneath electrical power lines. The airplane landed in the field and went airborne due to small rises in the terrain. The airplane cleared trees and impacted the top of a barbed wire fence. The right main and nose gear collapsed and the airplane skidded came to a stop.

On March 16, 2006, the engine was disassembled and examined under the auspices of the Federal Aviation Administration at the facilities of Atlanta Air Recovery in Griffin, Georgia. According to the Textron Lycoming report, there was a breach in the crankcase above the no. 6 cylinder. The no. 6 connecting rod had separated from the crankshaft, and the connecting rod and crankshaft journal exhibited heat distress from the loss of lubrication. A fragment of a broken connecting rod bolt exhibited signs of ductile overload.

Oil concentration was noted in the turbo area of the accessory section. The oil hose supplying pressure lubrication to the turbo bearing (p.n. 124F003-6GR0262 rated at 1,500 psi) was making contact with the exhaust system pipes, and the heat shield was burned through at two locations, exhibiting chafing and heat distress. Pressure test of the hose produced air bubbles.

According to the engine maintenance logbook, an entry in the last annual inspection, dated April 28, 2005, stated: "Removed and replaced two damaged oil lines due to overheat from exhaust system, leak check OK."