Beechcraft B24R N9348S

Summary

On 15 March 2009 at about 19:00 local time, a Beechcraft B24R registered N9348S was involved in an accident near Bellefontaine, Ohio, United States. 2 people were on board and nobody was injured. The aircraft was substantially damaged. The NTSB has published a probable cause for this accident; it is quoted in full below.

Date

15 March 2009 at 19:00

Classification

Accident

Location

Bellefontaine, Ohio, United States

Nearest airport

Bellefontaine Regional Airport (KEDJ)

Coordinates

40.3722, -83.8200

Aircraft

Beechcraft B24R

Registration

N9348S

Category

Airplane

Engines

1

Operator

Not recorded

Operating rule

Part 91: General Aviation

Purpose of flight

Personal

Phase of flight

Not recorded

Route

Urbana → Bluffton

Aircraft damage

Substantial

Weather

VMC

Light

Day

NTSB number

CEN09LA209

Nobody was injured.

The inadequate torque of the Number 3 cylinder rod bolts by maintenance personnel, which resulted in a failure of the connecting rod and a total loss of engine power.

Quoted verbatim from the NTSB record. This site does not paraphrase or interpret it.

Read the full NTSB narrative

During cruise flight the pilot noticed abnormal engine noises and a partial loss of engine oil pressure. He immediately diverted to the nearest airport, but during the turn to base leg the engine oil pressure dropped to zero pounds per square inch and the engine seized. The airplane was not in a position to reach the runway threshold or to clear the airport perimeter fence. During the landing rollout the airplane impacted the airport perimeter fence, damaging both wings and the nose landing gear. An engine teardown examination revealed that the Number 3 cylinder connecting rod assembly had separated from its corresponding crankshaft journal. The journal surface was blue in color, consistent with exposure to excessive heat and lack of lubricant. The oil suction screen was obstructed with bearing material. The Number 3 cylinder connecting rod cap was found jammed beneath the counterbalance weight. One of the two connecting rod stretch bolts remained intact. The corresponding nut was found finger tight. The measured torque for the Number 2 cylinder connecting rod bolts were significantly less than the manufacturer's specification. The engine had accumulated a total of 3,799 hours since new and 492.7 hours since its last overhaul in 1999. The engine was last inspected 23.9 hours before the accident occurred.

Quoted verbatim from the NTSB record.