MERIDIAN, MS, USA
N722PD
Cessna 210M
The pilot, who had previously flown the airplane, reported that he had an oil leak and landed at Meridian. He found oil on the engine cowling behind the propeller, and thought the propeller oil seal was leaking. He added 2 quarts of oil, and took off on another flight. During climb-out, the oil pressure dropped below the red line, and the pilot returned to Meridian and landed after about a 10 to 15 minute flight. He did not inform the owners or mechanics that he had operated the engine with low oil pressure, while returning to the airport. Mechanics found a cracked oil cooler. They replaced the oil cooler and added about 8 quarts of oil to fill the engine to 9 quarts. Another pilot went to Meridian to ferry the plane back to the home base. He reported that during the climb after departure, the engine began to vibrate and loose power. He turned back, but did not have enough power to reach the airport. The engine seized, and during an emergency landing, the aircraft encountered a ditch and nosed over. Postcrash examination of the engine showed the #5 connecting rod had failed due to damage from oil starvation. The other connecting rod bearings also showed indications of oil starvation, and debris was found in the oil pump and filter.
On April 26, 1996, about 1535 central daylight time, a Cessna 210M, N722PD, registered to Two Papa Delta, Inc., nosed over while making a forced landing following loss of engine power at Meridian, Mississippi, while on a 14 CFR Part 91 personal flight. Visual meteorological conditions prevailed at the time and no flight plan was filed. The aircraft received substantial damage and the private-rated pilot was not injured. The flight originated from Key Field, Meridian, Mississippi, about 5 minutes before the accident. The pilot stated the engine oil cooler had been replaced since the previous flight. He was picking up the aircraft and flying it from Meridian to Olive Branch, Mississippi, the home base. He began to feel a vibration during climbout after takeoff. The vibration became more severe and he turned back to the airport. As he turned to a field for landing the propeller stopped. While making a forced landing in a field the aircraft struck a drainage ditch and the nose landing gear separated. The aircraft then nosed over. Postcrash examination of the engine by an FAA inspector showed there was a substantial amount of oil covering the belly of the aircraft, and there was a hole in the engine case near the Nos. 5 and 6 cylinders. The oil filter contained a substantial amount of metal debris. The oil cooler showed no evidence of leakage. Tear down examination of the engine showed the No. 5 connecting rod had separated from the crankshaft. The connecting rod bolts had been heated and stretched prior to failure. The No. 5 and 6 connecting rods and crankshaft connecting rod journals had been discolored by heat and showed evidence of oil starvation. The crankshaft main bearings had suffered oil starvation damage and begun to smear and melt. The engine oil pump gears had damage from hard particle passage through the pump. Bearing debris was found in the oil pump and oil pressure relief valve. (See the Continental Analytical Inspection Report.) The pilot who flew the aircraft before the accident flight stated to an FAA inspector that he experienced an oil leak while en route from Hattiesburg, Mississippi, to Olive Branch, Mississippi. He landed at Meridian to check out the engine. He found oil on the cowling behind the propeller and thought the propeller seal was leaking. He added 2 quarts of oil and departed Meridian for Olive Branch. During climbout from Meridian, the oil pressure dropped into the red line area and he returned and landed at Meridian after about 10-15 minutes of flight. He did not inform the owners or mechanics that he operated the engine with the oil pressure in the red line area for about 10 minutes. Mechanics who repaired the aircraft after it returned to Meridian, on the previous flight, stated the oil cooler had cracked and had to be replaced. Additionally, they added 8 quarts of oil to fill the engine to the full mark of 9 quarts.
previous engine damage; failure of the pilot of the previous flight to report to the operator and/or mechanics that the engine had been operated with low (or no) oil pressure; inadequate maintenance/inspection after most of the oil had leaked from the engine oil system during the previous flight; oil starvation; and subsequent failure of the #5 connecting rod. Factors relating to the accident were: the previous oil filter leak and loss of oil pressure.
Source: NTSB Aviation Accident Database
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