ATL95LA176

Factual narrative

On September 28, 1995, about 2325 central daylight time, a Cessna 182R, N9119C, nosed over during the landing roll, following a loss of engine power, near Tuscaloosa, Alabama. The airplane was operated by the pilot under the provisions of 14 CFR Part 91, and instrument flight rules. Visual meteorological conditions prevailed. An instrument flight plan was filed for the personal flight. There were no injuries to the commercial pilot, and the airplane was substantially damaged. Origination of the flight was Houma, Louisiana, about 2130 on the same evening. During the preflight inspection of the airplane, the pilot added two quarts of engine oil, which raised the oil level to eight quarts. According to the pilot the flight was uneventful until he started the arrival descent. The pilot reported that during the descent, the engine began to run roughly. Shortly afterwards, the engine oil pressure began decreasing, and the engine became rougher. Unable to reach the Tuscaloosa Airport, the pilot selected an empty field, and executed a forced landing. During the landing roll on the soft soil, the airplane nosed over. The wreckage examination disclosed that the number six connecting rod cap had failed. The examination also disclosed that the connecting rod crankshaft journal displayed evidence of high operating temperature. Metal debris was recovered from the engine crankcase, but no metal debris was discovered in the engine oil pump assembly or other components upstream to and from the engine oil pump assembly. During the engine examination, approximately two quarts of engine oil were recovered from the engine; the normal operating oil level for the engine ia eight quarts. The examination of the airframe failed to reveal evidence of oil leakage on the engine assembly or the airframe. The pilot experienced a complete loss of engine power short of the destination airport. He selected an emergency landing area and made a forced landing. The airplane nosed over during the landing rollout. An engine examination disclosed that the number six connecting rod cap had failed. The engine examination also displayed evidence of a high operating temperature. Approximately two quarts of oil were recovered from the engine crankcase during the engine examination; the normal operating oil level was eight quarts. There were no obvious signs of oil leakage on the engine assembly or the airframe. Source: NTSB Aviation Accident Database (Pre-2008 Archive) Retrieved: 2026-02-12