On October 12, 2001, at 1320 central daylight time, a Cessna 182N, N92913, piloted by a private pilot, was substantially damaged during an on-ground collision with a ditch near Graham, Missouri. During cruise flight the airplane's engine experienced a total loss of engine power and the pilot executed a forced landing to an agricultural field. Visual meteorological conditions prevailed at the time of the accident. The flight was operating under the provisions of 14 CFR Part 91 and was not on a fight plan. The pilot, the sole occupant of the airplane, was not injured. The flight originated at the Maryville Memorial Airport (EVU), Maryville, Missouri, at 1300. Use your browsers 'back' function to return to synopsisReturn to Query Page
The pilot reported that while en route he encountered deteriorating weather conditions and made a course reversal to return to the departure airport. The pilot stated in a written statement, "I was on the return path about 5 min when the engine, without warning, produced a loud bang followed by cloud of blue smoke in the cockpit. I was at altitude of 2000 msl (900 ft agl). It became obvious that I would not be able to make it to Maryville about 10 miles away. I then started a left turn because I was losing altitude and a high-tension power line was straight ahead. In the turn I looked for a reasonably flat area with no obstructions." The pilot stated, "On the final approach the only obstruction were telephone lines on the southend. I was landing to the north. After I cleared the lines by about 100 ft I put the plane into a heavy forward slip at full flaps. The touchdown was quite smooth, however, in the roll out the nose wheel hit a narrow but deep erosion ditch." The nose gear collapsed during the forced landing.
Examination of the engine revealed the disintegration of the number two piston and cracks on the sides of the pin boss on pistons number one and number three.
According to the National Transportation Safety Board's (NTSB) Materials Laboratory Factual Report: "Examination of the pistons No. 1 and No. 3 after preparation for a dye penetrate inspection showed the presence of cracks on both sides of the pin boss on piston No. 1 and on one side of the pin boss on piston No. 3... The cracks were all located at the 12:00 position of each pin boss hole and visible on both the hole surface and the adjacent interior piston surfaces.
Piston No. 1 was cut in various locations up to positions near the estimated terminus of one of the pin boss cracks, and the crack was forced open. The revealed preexisting crack surface extended 0.048 inch along the bore surface of the pin boss and 0.040 inch upward toward the piston head. Dark deposits mostly covered the faces of the preexisting crack, but underlying features were consistent with fatigue crack propagation originating on the bore of the pin hole...similar to the fatigue regions on pieces 1 and 2 from piston No. 2."
No material composition deficiencies and/or anomalies were recorded in the NTSB Material Laboratory Factual Report.