Summary
On May 21, 2024, a Nanchang China CJ-6A (N4182C) was involved in an incident near Peoria, AZ. All 2 people aboard were uninjured. The aircraft sustained substantial damage.
On May 21, 2024, about 1220 mountain standard time, a Nanchang China CJ-6A sustained substantial damage when it was involved in an accident near Peoria, Arizona. The pilot and passenger were not injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. The pilot reported that he departed Deer Valley Airport (DVT), Phoenix, Arizona, and flew northwest towards Lake Pleasant to practice formation flying with another airplane. At an altitude between 2,500 ft to 3,000 ft, the engine began surging and making banging and popping sounds, followed by a partial loss of engine power. The pilot attempted to troubleshoot the partial loss of engine power but was unsuccessful.
This incident is documented in NTSB report WPR24LA159. AviatorDB cross-references NTSB investigation data with FAA registry records to provide comprehensive safety information for aircraft N4182C.
Accident Details
Probable Cause and Findings
The partial loss of engine power during cruise flight due to the improper installation of the master connecting rod main bushing set screws, which backed off and allowed the main bushing to shift, resulting in scoring damage on the crankshaft that led to the initiation of a fatigue crack and separation of the forward crankshaft.
Aircraft Information
Registered Owner (Historical)
Analysis
On May 21, 2024, about 1220 mountain standard time, a Nanchang China CJ-6A airplane, N4182C, sustained substantial damage when it was involved in an accident near Peoria, Arizona. The pilot and passenger were not injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.
The pilot reported that he departed Deer Valley Airport (DVT), Phoenix, Arizona, and flew northwest toward Lake Pleasant to practice formation flying with another airplane. While in cruise flight, the engine began making “clicking” and “banging” sounds, surging in speed, and losing power. The pilot attempted to troubleshoot the partial loss of engine power but was unsuccessful. Unable to maintain altitude, he located a closed gliderport with a turf runway, extended the landing gear and flaps, and performed a few S-turns to lose altitude and align with the runway. The pilot stated that the airplane touched down about halfway down the runway, bounced on the uneven terrain, then became airborne again as he pulled up to avoid a road at the end of the runway. The airplane subsequently struck an unoccupied camper and the ground, collapsing the nosewheel landing gear and sustaining substantial damage to the left wing and engine mount.
Postaccident examination of the engine revealed evidence of mechanical damage on various engine interior surfaces, and metal debris was present in the oil pump signaling filter. The crankshaft front section was separated (fractured through) at the master connecting rod journal and crankpin areas. The crankshaft fracture surface showed ratcheting and beach marks consistent with a fatigue fracture originating from an area of substantial scoring damage on the journal radius and extending over most of the surface area.
The master rod main bushing was found rotated within its pressed fitting about 90° from its original position and showed wear and scoring on its interior surface. The two main bushing set screws were not present in the set screw holes and were not identified during the examination. The forward side of the main bushing edge (positioned nearest to the adjacent journal radius) and the connecting rod ends near the set screw holes had mechanical damage and deformation. The set screw holes were mechanically damaged and deformed, and each hole showed three chiseled installation strike marks (see figures 1 and 2). (Typically, during assembly of this type of engine, the master rod main bushing is pressed into the large end of the rod and is kept in place by two set screws. The set screws are locked in place on the master rod by chiseled strike marks near the set screw heads to prevent the screws from loosening.)
Figure 1. Master rod main bushing set screw hole and installation strike marks.
Figure 2. Master rod main bushing set screw hole and installation strike marks.
The airplane’s maintenance records revealed that the engine was installed on the airplane on January 13, 2019, with 300 hours of time in service. The last airframe and engine condition inspections were performed April 5, 2024, at an engine time of 568.51 hours and a total airframe time of 2,100.2 hours. At the time of the accident, the airplane had accrued about 6 hours since the inspection.
Data Source
Data provided by the National Transportation Safety Board (NTSB). For more information on this event, visit the NTSB Records Search website. NTSB# WPR24LA159