On March 18, 2010, at 1820 central daylight time, a Cessna 182G single-engine airplane, N2381R, sustained substantial damage during a forced landing following a loss of engine power while maneuvering near Mount Vernon, Missouri. The commercial pilot, who was the sole occupant at the time of the accident, was not injured. The airplane was registered to a private individual and operated by Skydive Missouri, Mount Vernon, Missouri. Visual meteorological conditions prevailed, and a flight plan was not filed for the Title 14 Code of Federal Regulations Part 91 skydiving flight. The flight originated from the Mount Vernon Municipal Airport (2MO) at 1810. Use your browsers 'back' function to return to synopsisReturn to Query Page
According to the pilot, the flight was a routine skydiving flight which involved the pilot along with a skydiving instructor and a tandem student. After reaching the jump altitude of 10,000 feet above ground level (agl), the engine began to vibrate and run rough. Shortly thereafter, a loud bang occurred and oil was present on the windscreen. The instructor and student elected to jump out of the airplane and let the pilot attempt a forced landing to 2MO by himself. During the forced landing, the pilot was concerned with his reduced visibility and the skydivers that had just exited the airplane. Subsequently, the airplane landed short of the runway and impacted a ditch.
Examination of the airplane by a Federal Aviation Administration (FAA) inspector revealed the firewall was buckled and the lower forward fuselage was bent aft. The engine showed a hole in the crankcase near the number 4 cylinder. The airplane was retained for further examination.
A review of the maintenance records revealed on March 19, 2001, the engine was modified from a TCM IO-520-D engine to a Texas Skyways O-520-F/TS engine per Texas Skyways Supplemental Type Certificate SE 09017SC, at a total time of 0 hours. On April 13, 2001, the engine was installed on the accident airplane. On February 24, 2006, six "yellow tagged" cylinders and pistons were installed at a total engine time of 1,235.3 hours. On August 1, 2007, the number four and number six cylinders and pistons were replaced at a total engine time of 1,671.2 hours. On August 28, 2009, the engine underwent its most recent 100-hour inspection at a total time of 1,953.9 hours. At the time of the accident, the operator estimated the engine had accumulated 2,050 total hours.
On April 22, 2010, the engine was examined at TCM under the supervision of the NTSB investigator-in-charge. Examination of the engine revealed the number four connecting rod had fractured and fragmented. The connecting rod, connecting rod cap, connecting rod bolt heads, and connecting rod bearing debris were found within the engine. The connecting rod bolt shanks and nuts were not located. In addition, one connecting rod yoke was not located. Due to the lack of these components, the failure origination could not be determined. No additional anomalies were noted throughout the engine that would have precluded normal operation.
According to a FAA inspector, the pilot had not completed a flight review within the preceding 24 calendar months. The pilot's most recent flight review was completed on October 11, 2007.