Steward, IL, USA
N76SA
Piper PA-28R-200
The airplane sustained substantial damage during a forced landing to a soybean field. The pilot reported that while in cruise flight the engine shuttered and developed serious vibration. The pilot stated that "at 3,500 feet engine ejected right rear cylinder head. Cowling stayed hinged on left. Oil spray on windshield and fire on lower right of firewall." The pilot reported that he shut down the engine and "tried to make Staton Airport but had [to perform a] forced landing in bean field. Damaged right wing in forced landing." Inspection of the engine verified that the number three cylinder had separated during flight. The cylinder was never located and/or recovered. The number three piston and connecting rod had separated from the crankshaft and were located at the bottom of the engine compartment. All of the number three cylinder through bolts and case studs were fractured. Several of the through bolts and studs had fracture features that were consistent with fatigue. The remaining bolts and studs had fracture features that were consistent with overload.
HISTORY OF FLIGHT On June 26, 2002, at 1330 central daylight time, a Piper PA-28R-200, N76SA, piloted by a private pilot, sustained substantial damage during a forced landing following a loss of engine power while in cruise flight near Steward, Illinois. Visual meteorological conditions prevailed at the time of the accident. The personal flight was operating under the provisions of 14 CFR Part 91 without a flight plan. The pilot reported no injuries. The flight originated from Porter County Municipal Airport (VPZ), Valparaiso, Indiana, at 1215, and had the intended destination of Chamberlain Municipal Airport (9V9), Chamberlain, South Dakota. The pilot reported that in cruise flight at 3,000 feet above mean sea level, the engine "shuttered then evened out. About 10 seconds later developed serious vibration." The pilot noted he decided to divert to a nearby airport and began to climb. The pilot stated that "at 3,500 feet engine ejected right rear cylinder head. Cowling stayed hinged on left. Oil spray on windshield and fire on lower right of firewall." The pilot reported that he shut down the engine and "tried to make Staton Airport but had [to perform a] forced landing in bean field. Damaged right wing in forced landing." A witness to the accident reported seeing the accident airplane traveling in a westerly direction. The witness stated that he did not hear the engine running and that the airplane was flying at a low altitude. PERSONNEL INFORMATION According to Federal Aviation Administration (FAA) records, the pilot held a private pilot certificate with an airplane single-engine land rating. FAA records show the pilot's last medical examination was conducted on February 23, 2001, at which time the pilot was issued a third-class medical certificate with the restriction, "must wear corrective lenses." According to the pilot's written statement, he had accumulated a total flight time of 367.9 hours, of which 228.4 hours were as pilot-in-command (PIC). The pilot had flown 129.9 hours in the accident airplane make and model. The pilot had flown 3 hours in the last 90 days, of which 1.8 hours were in the same make and model as the accident airplane. The pilot had flown 3 hours in the last 30 days and 1 hour during the previous 24 hours. AIRCRAFT INFORMATION The aircraft was a Piper PA-28R-200, Arrow II, serial number 28R-7635110. The Arrow II is a single engine, low wing monoplane. The Arrow II is equipped with retractable landing gear, constant speed propeller, and can accommodate a pilot and three passengers. The FAA issued a Standard Airworthiness Certificate for the airplane on November 26, 1975. According to the pilot's written statement and the maintenance logbooks, the airframe had accumulated a total time of 6,180 hours since new. According to the airframe maintenance logbook, the last annual inspection was completed on June 7, 2002, and the airframe had accumulated 20 hours since the inspection. The engine was a 200 horsepower Lycoming IO-360-C1C, serial number L6236-51A. According to the engine maintenance logbook, the engine had accumulated a total time of 3,253 hours since new. According to the maintenance logbook, the last annual inspection was completed on June 7, 2002. The engine was overhauled on June 15, 2000, at 2,681 hours, and had accumulated 572 hours since the overhaul. The propeller was a two-bladed Hartzell F7666A-2, hub serial number AW1470. According to the propeller maintenance logbook, the propeller had accumulated a total time of 553 hours since the last propeller overhaul. METEOROLOGICAL INFORMATION A weather observation station, located at De Kalb-Taylor Municipal Airport, De Kalb, Illinois, recorded the weather at 1330 as: Wind: 280 degrees at 10 knots Visibility: 10 statute miles Sky Condition: Sky clear Temperature: 27 degrees Celsius Dew Point: 16 degrees Celsius Altimeter Setting: 29.88 inches of mercury WRECKAGE AND IMPACT INFORMATION The airplane was located in a soybean field less than a mile southeast of Stanton Airport (4LL1), Steward, Illinois. The airplane was facing in a westerly direction parallel to a road. The right side of the engine cowling and fuselage was burned in a pattern consistent with an engine fire. The airframe remained intact, however the right main landing gear strut had damaged the right wing spar. The engine was missing the number three cylinder. The cylinder was never located and/or recovered. The number three piston and connecting rod had separated from the crankshaft and were located at the bottom of the engine compartment. All of the number three cylinder through bolts and case studs were fractured. Several of the through bolts and studs had fracture features that were consistent with fatigue. The remaining bolts and studs had fracture features that were consistent with overload. MEDICAL AND PATHOLOGICAL INFORMATION The pilot was uninjured during the accident and did not receive medical attention. ADDITIONAL INFORMATION The FAA and Textron-Lycoming Engines were parties to the investigation.
A loss of engine power due to the fatigue failure of several number three cylinder through bolts and case studs, which resulted in the separation of the number three engine cylinder. A factor contributing to the accident was the rough terrain.
Source: NTSB Aviation Accident Database
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