NYC04LA090

While on a solo cross-country flight, at 3,500 feet, the engine oil pressure began to drop. The engine then began to sputter, and subsequently lost all power. The pilot performed a forced landing to a field, where the left and right wings struck small trees. The airplane came to rest in thick briar brush. Examination of the engine revealed that there was no oil remaining in the engine. Oil residue was observed streaking from the engine cowling area, rearward along the surface of the main fuselage. No ruptures or leaks were observed to the engine. Both the engine oil filler cap and dipstick were secured. Prior to departing on the on the flight, the pilot added 2 quarts of oil to the engine, which gave the engine a total of 4 quarts.

On March 21, 2004, at 1445 eastern standard time, a Cessna 152, N4468V, was substantially damaged during a forced landing after experiencing a loss of engine power while in cruise flight near Greenville, Kentucky. The certificated commercial pilot was not injured. Visual meteorological conditions prevailed, and a visual flight rules flight plan was filed for the flight, which originated at the Bowling Green Airport, (BWG), Bowling Green, Kentucky, destined for the Kentucky Dam State Park Airport (M34), Gilbertsville, Kentucky. The instructional flight was conducted under 14 CFR Part 91.

According to the pilot, he was conducting a solo cross-country flight, in an effort to obtain a fixed wing "add-on" to his commercial pilot certificate, which was valid only for helicopters.

Prior to departing on the three-leg flight from Clarksville, Tennessee, the pilot added 2 quarts of oil to the engine, which gave the engine a total of 4 quarts.

The flight proceeded to BWG uneventfully, landed, and subsequently departed for M34.

While in cruise flight at 3,500 feet, the engine oil pressure began to drop. The engine then began to sputter, and subsequently lost all power. The pilot performed a forced landing to a field, where the left and right wings struck small trees. The airplane came to rest in thick briar brush.

Examination of the engine by a Federal Aviation Administration (FAA) inspector revealed that there was no oil remaining in the engine. Oil residue was observed streaking from the engine cowling area, rearward along the surface of the main fuselage. No ruptures or leaks were observed to the engine. Both the engine oil filler cap and dipstick were secured.

An FAA inspector further examined the engine on March 31, 2004, at a recovery facility in Atlanta, Georgia. The inspector noted that the entire lower half of the engine assembly, including the oil sump pan, was saturated with engine oil residue. There was also notable engine oil residue on the lower fuselage skin, protruding antennas, and the nose gear assembly. The inspector did not observe any oil residue on either the accessories mounted to the aft end of the engine, or the firewall. The engine filler cap was secured. No defects, leaks, ruptures, or cracks were observed on the engine.

The pilot reported that he had about 700 hours of total flight experience, of which 15 were in fixed wing airplanes.