N948CG

HISTORY OF FLIGHT

On May 12, 2001, about 1945 eastern daylight time, a Cessna U206E, N948CG, was substantially damaged during a forced landing after a loss of engine power near New Market, Virginia. The certificated commercial pilot was seriously injured, and the private pilot was fatally injured. Visual meteorological conditions prevailed and an instrument flight rules flight plan was filed for the flight that departed the Eastern West Virginia Regional Airport (MRB), Martinsburg, West Virginia, destined for the Hickory Regional Airport (HKY), Hickory, North Carolina. The personal flight was conducted under 14 CFR Part 91.

The airplane was owned by the private pilot and based at HKY. According to the owner's wife, earlier in the day, both pilots departed HKY, and flew to Florence, South Carolina, as part of the "Angel Flight America" program. They then departed Florence, flew to MRB, and then departed MRB with the intent of returning to HKY.

Review of air traffic control (ATC) information obtained from the Federal Aviation Administration (FAA), revealed the airplane departed MRB, about 1915, and utilized the call sign "Angel Flight Eight Charlie Golf." The airplane was in cruise flight at 8,000 feet, and in contact with the Washington Air Route Traffic Control Center, when at 1937:04, the pilot reported a total loss of engine power. At that time, recorded radar data indicated the airplane's position was about 3.5 miles southeast of the New Market Airport (8W2), about 10.5 miles southwest of the Luray Caverns Airport (W45), and about 22 miles northeast of the Shenandoah Valley Regional Airport (SHD).

At 1937:51, the pilot stated "I've got an engine failure. I've got to get on the ground." The airplane was then cleared directly to SHD, which the controller stated was "about one o’clock and, uh thirty miles." Recorded radar data indicated the airplane was located about 20.5 miles to the northeast of SHD, and at an altitude of about 7,100 feet. The pilot replied, "I don't know if we'll make it" and the controller then directed the airplane to W45, which he stated was "about eight miles to your left." Recorded radar data indicated the airplane was located about 12 miles to the southwest of W45.

At 1938:24, the controller asked the pilot to confirm that the airplane was a single engine aircraft, and that the engine had "quit." The pilot then replied "Affirmative, We've lost the oil pressure."

At 1939:01, the pilot asked for a direction to W45, and the controller responded, "Uh, roger sir. I show Luray about your, uh, let's make it your nine o'clock and about eight miles, six miles." Recorded radar data indicated the airplane was at 6,000 feet, about 11.7 miles southwest of W45.

At 1940:41, recorded radar data indicated the airplane was at 4,200 feet, 10 miles southwest of W45. At 1941:49, the pilot reported "...we got a mountain between us and Luray [airport]. We're not gonna make that." The controller replied "alright, sir, I'm showin if you, if you look to be about a three six zero heading at about your eleven o'clock, looks to be about three miles is the New Market Airport." The pilot replied, "three miles to New Market." Recorded radar data indicated that 8W2 was about 2.4 miles on a heading of 325 degrees from the airplane's position.

At 1942:25, the pilot asked the controller for a heading to 8W2. The controller replied, "roger sir. It looks to be about, uh, if you're in a left turn, twelve o’clock and two to three miles."

There were no further communications received from the pilot and the airplane's last recorded radar position at 1942:41, was 2 miles southeast of 8W2, at an altitude of 2,000 feet.

The airplane was located in a field, approximately 1.5 miles east of 8W2.

The accident occurred during the hours of daylight and was located approximately 38 degrees, 38 minutes north latitude, and 78 degrees, 40 minutes west longitude.

PERSONNEL INFORMATION

According to the private pilot's wife, both pilot's were good friends and flew together regularly. She added that the private pilot no longer enjoyed flying alone and often was accompanied by the commercial.

The commercial pilot held ratings for airplane single and multi-engine land. He also held ratings for flight instructor, and instrument airplane. Review of the commercial pilot's logbook revealed had had accumulated about 2,840 hours of total flight experience. The commercial pilot began flying the accident airplane in January 1998, and his logbook's last entry was dated May 8, 2001. Since January 1998, he had accumulated about 350 hours of total flight experience, which included about 215 hours in the accident airplane.

The commercial pilot's most recent FAA second class medical certificate was issued on March 28, 2001.

The private pilot held a private pilot certificate with a single engine land rating. He was not instrument rated. Review of his log book revealed he had accumulated about 285 hours of total flight experience. During the time period when he began flying the accident airplane, which was in January 1998, and until the last logbook entry, which was dated January 31, 2001, the pilot logged about 125 hours of total flight experience, which included about 100 hours in the accident airplane.

The private pilot's most recent FAA third class medical certificate was issued on May 17, 2000.

AIRCRAFT INFORMATION

The airplane was equipped with a Teledyne Continental Motors (TCM) IO-520F3B engine. According to manufacturing records, the engine was rebuilt by TCM, Mobile, Alabama, in April of 2000, and installed on the accident airplane in June 2000, at a tachometer time of 4470.1 hours. Additionally, at that time, the airplane had undergone an annual inspection.

At the time of the accident, the engine had been operated for about 70 hours since it was installed.

METEOROLOGICAL INFORMATION

The weather reported at SHD, which was located about 25 miles south-southwest of the accident site, at 1944, was: wind from 350 degrees at 7 knots, gusting to 14 knots, visibility 10 statue miles, clear skies, temperature 22 degrees C, dew point 11 degrees C, altimeter 30.00 in/hg.

The accident site was about 55 miles southwest of MRB, which at 1953, reported clear skies, with 10 statue miles of visibility.

The visibility and sky conditions at area airports with recorded weather observations, were as follows:

Charlottesville-Albemarle Airport (CHO), Charlottesville, Virginia, which was located about 33 miles south-southeast of the accident site: at 1953, clear skies, visibility 10 statue miles.

Orange County Airport (OMH), Orange, Virginia, which was located about 40 miles southeast of the accident site: at 1925, overcast ceiling at 10,000 feet, visibility 10 statue miles

Culpeper Regional Airport (CJR), Culpeper, Virginia, which was located about 40 miles east of the accident site: at 1942, scattered clouds at 10,000 feet, visibility 10 statue miles.

Winchester Regional Airport (OKV), Winchester, Virginia, which was located about 40 miles northeast of the accident site: at 2000, scattered clouds at 6,000 feet, visibility 10 statue miles.

AERODROME INFORMATION

According to an airport facility directory, the New Market Airport contained a single 2,920-foot long, 60-foot wide, asphalt runway, oriented on 060/240 degree heading.

WRECKAGE AND IMPACT INFORMATION

The airplane was examined at the accident site by an FAA inspector. The airplane struck the top of a residence and a tree, before it came to rest inverted on the field. A golf course was located approximately 1/2 miles north of the accident site.

All major components of the airplane were accounted for at the accident site. Streaks of oil were present on the bottom of the fuselage and small holes were observed on the top portion of the engine crankcase near the number 5 cylinder. Additionally, the number 5 cylinder connecting rod was observed separated from its crankshaft journal. The engine was retained for further examination.

Further examination of the engine was conducted at Hagerstown Aircraft Services, Hagerstown, Maryland, on May 16, 2001, under the supervision of a Safety Board investigator.

The engine was removed from the airplane and mounted on a "nose-stand" for disassembly. Both magneto’s were removed and produced a spark on all towers when rotated by hand. All spark plugs were removed. Their electrodes were intact and dark gray in color. Small pieces of metal flakes were observed inside the oil filter and oil pick-up screen. When the oil sump was removed, two pieces of a connecting rod cap, two broken connecting rod bolts, two connecting rod bearings, three valve lifters, pieces of a piston, and other miscellaneous metal fragments were located in the sump.

All connecting rods, with the exception of the number 5 cylinder connecting rod, moved freely on their respective journals and did not exhibit any evidence of distress. The number 5 cylinder connecting rod and bolts were severely damaged.

The numbers 1, 2, 3, and 4 pistons were removed. Their domes exhibited light deposits, their rings were free to rotate and no scoring was observed on their skirts. The number 5 piston pin had separated from its piston and exhibited impact damage. The bottom portion of the number 5 piston was broken into several small pieces which were observed in the engine. The top portion of the number 5 piston remained lodged in the cylinder. The number 6 piston and attached connecting rod remained inside the cylinder and could not be removed due to damage in the skirt area.

During the disassembly, it was noted that the torque values for the cylinder hold down nuts, through bolts and nose bolts, were with-in limits, except for two cylinder hold down nuts for the number three cylinder. The nuts turned about 1/8 of an inch and less than an 1/8 of an inch, respectively, before reaching the required torque of 41 ft/lbs. Additionally...