Early, TX, USA
N4311S
Beech A36
A 7,378-hour Airline Transport Pilot (ATP) reported that they had just departed the airport and established a cruise-climb, with a 752-hour private pilot at the controls, and one passenger in the rear of the airplane. During the cruise-climb the engine went to full rpm, and then the ATP noticed that the engine oil pressure indicated zero. During the attempted return to the airport, the engine seized and the private pilot turned the controls over to the ATP. The ATP executed a forced landing in a field 4-miles east of the departure airport. Examination of the engine by an NTSB investigator revealed that the oil filter was improperly installed, and the O-ring at the base of the filter was broken. Additionally, the oil filter's adapter plate was found cracked, which allowed the engine oil to be pumped overboard while in flight.
On April 17, 2005, at 0710 central daylight time, a Beech A36 single-engine airplane, N4311S, was substantially damaged when it impacted terrain during a forced landing following a loss of engine power during takeoff from the Brownwood Regional Airport (BWD), near Brownwood, Texas. The airplane was registered to, and operated by AIT Services, Inc., of Brownwood, Texas. The airline transport rated pilot and two occupants of the airplane were not injured. Visual meteorological conditions prevailed, and a flight plan was not filed for the 672-nautical mile cross-country flight conducted under the 14 Code of Federal Regulations Part 91. The business flight was originating at the time of the accident, with the Murfreesboro Municipal Airport (MBT), near Murgreesboro, Tennasse, as its intended destination. The 7,378-hour airline transport pilot reported to the NTSB (via NTSB Form 6120.1/2) that they had just departed the airport and established a cruise-climb, with a 752-hour private pilot at the controls, and one passenger in the rear of the airplane. During the cruise-climb, the engine went to full rpm, and then the Airline Transport Pilot (ATP) noticed that the engine oil pressure indicated zero. During the attempted return to the airport, the engine seized and the private pilot turned the controls over to the AT P. The ATP executed a forced landing in a field located approximately 4 miles east of BWD The Federal Aviation Administration (FAA) inspector, who responded to the accident site, reported that he did not see any evidence of oil on the engine oil dipstick. He added that the oil cap was secured in place. Additionally, he observed a significant amount of fresh oil on the engine firewall and belly of the airplane. The inspector also noted that the left and right wings experienced extensive structural damage and the vertical stabilizer was also damaged. The wreckage of the airplane was recovered to Air Salvage of Dallas (ASOD) near Lancaster, Texas, where a examination of the engine was conducted on April 27, 2005. The examination revealed that the spin-on oil filter was over torqued, and that the O-ring seal at the base of the oil filter was broken. Additionally, the metal oil filter adapter housing was cracked, so that engine oil could be pumped through the crack and overboard. A review of the engine logbook revealed that the engine oil and filter had been changed the day prior to the accident date. At 0705, the automated weather observing system at BWD, located three miles from the accident site, reported wind from 140 degrees at 4 knots, 10 statute miles visibility, a clear sky, temperature 59 degrees Fahrenheit, dew point 57 degrees Fahrenheit, and an altimeter setting of 30.23 inches of Mercury.
A loss of engine power due to the improper installation of the oil filter resulting in oil starvation and eventual seizure of the engine. A contributing factor was the lack of suitable terrain for the forced landing.
Source: NTSB Aviation Accident Database
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