Mooney M20F N9530M

Summary

On 30 March 2002 at about 21:25 local time, a Mooney M20F registered N9530M was involved in an accident near Grapeland, Texas, 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

30 March 2002 at 21:25

Classification

Accident

Location

Grapeland, Texas, United States

Coordinates

32.9364, -97.1353

Aircraft

Mooney M20F

Registration

N9530M

Category

Airplane

Engines

1

Operator

Not recorded

Operating rule

Part 91: General Aviation

Purpose of flight

Personal

Phase of flight

Not recorded

Route

Livingston → Addison

Aircraft damage

Substantial

Weather

VMC

Light

Day

NTSB number

FTW02LA108

Nobody was injured.

The loss of engine power due to the #2 connecting rod cap separating from the connecting rod. A contributing factor was the limited forward visibility due to oil on the windscreen.

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

Read the full NTSB narrative

Approximately 25 minutes after departure, while in cruise flight at 1,500 feet msl a sudden vibration shook the airplane. The pilot scanned the engine instruments and everything "appeared to be normal." Subsequently, oil covered the windscreen, which severely limited forward visibility. The pilot initiated a forced landing to a grass field with the landing gear in the retracted position. During the landing, the airplane bounced, and the left wing "skimmed" across the top of a metal cattle feeder before impacting the ground, and the airplane spun around approximately 450 degrees before coming to rest upright. Examination of the engine revealed two holes on the top and bottom of the engine case between the #1 and #2 cylinders. The #2 connecting rod was found sticking out of the top hole and was not attached to the crankshaft. The #2 connecting rod cap was found separated from the connecting rod. The #2 connecting rod cap attachment bolts, nut, and both bearings were missing and not located. The other attachment bolt was found lodged inside the crankcase next to the #3 cylinder opening. The camshaft exhibited impact damage and was fractured in half at the point where the #2 connecting rod was found positioned. Review of the maintenance records revealed the engine had accumulated 997.75 hours since major overhaul at the time of the last annual inspection. Further review indicated that the last entry in the engine logbook was an oil change, with 1097.4 hours since major overhaul.

Quoted verbatim from the NTSB record.