NTSB Factual Report

On January 18, 2009, at 1400 eastern standard time, a Cessna 152, N6566P, was substantially damaged during a forced landing near Wauchula, Florida, after experiencing a total loss of engine power. The certificated private pilot and the passenger reported no injuries. The airplane was registered to J.A. Mega Aircraft LLC, and operated by Dean International Inc., as a 14 Code of Federal Regulations Part 91 personal flight. Visual meteorological conditions prevailed, and no flight plan was filed. The flight originated from Brooksville, Florida, about 1315.

The pilot stated he was climbing from 7,200 feet to 7,500 feet mean sea level, utilizing flight following with air traffic control (ATC). The engine started vibrating, the engine temperature was high, and the engine shut down. The pilot called ATC, reported the situation, and squawked the emergency code on the transponder. Air Traffic Control informed the pilot the nearest airport was located 10 miles from his position. The pilot realized he would not make the airport and made a forced landing to a phosphate field. The nose landing gear collided with a small grassy hill during landing roll out, and the airplane nosed over.

A Federal Aviation Administration inspector and a representative from the engine manufacturer examined the engine assembly on February 3, 2009, at a local salvage company. The engine did not display any outward indication of a mechanical malfunction. High heat paint discoloration was present on the cylinder heads. The engine crankshaft was seized and would not rotate. Partial disassembly of the engine revealed about 6 quarts of dark black oil was present in the engine. The oil filter was removed, opened, and contained metallic contamination.

Further examination of the engine revealed evidence of dirt particle embedment on the No. 1 and No. 2 cylinder connecting rod bearings (P/N AEL69373M006). The No. 3 connecting rod bearing was destroyed, with only small steel fragments remained as the connecting rod was found disconnected from the crankshaft. The separated No. 3-rod cap sustained secondary mechanical damage. The associated broken rod bolts (P/N SL78027G) of the No. 3 connecting rod assembly were retrieved and displayed overload signatures. The No. 4 connecting rod remained attached and displayed heavy heat damage consistent with oil starvation.

Review of the maintenance logbooks revealed the engine was field-overhauled on March 18, 2008, and had accumulated 822 hours since the field-overhaul. Review of maintenance records revealed the operator performed regular 100-hour inspections. However, the maintenance records do not indicate the frequency of the oil changes. A representative of the operator stated oil changes are accomplished at the 100-hour inspection interval.

Lycoming Mandatory Service Bulletin No. 480E states in Section I. C, that engines equipped with a full-flow filtration system requires the oil to be changed at 50-hour intervals.

NTSB Probable Cause

A loss of engine power due to failure of the Number 3 connecting rod due to oil contamination. Contributing to the accident was the insufficient oil change time intervals performed by company personnel.