NTSB Factual Report

On February 17, 2001, about 1036 central standard time, a Cessna 182H, N8556S, registered to an individual, separated the nose landing gear while making a forced landing in a field, following loss of engine power near Weaver, Alabama, while on a Title 14 CFR Part 91 personal flight from Auburn, Alabama, to French Lick, Indiana. Visual meteorological conditions prevailed at the time and an instrument flight rules flight plan was filed. The airplane received substantial damage and the private-rated pilot and one passenger were not injured. The flight originated from Auburn, the same day, about 0950.

The pilot stated that while in cruise flight at 4,000 feet, the engine began to "pop" and lose power. He was unable to maintain altitude, and while making a forced landing in a field, the airplane collided with a ditch during landing rollout. The nose landing gear separated, and the airplane came to a stop nose down.

Postcrash examination of the airplane was conducted by an FAA inspector and a mechanic who recovered the airplane for the pilot. The airplanes fuel tanks contained fuel. No contamination was found in the fuel tanks, lines or carburetor. The fuel tank bladders were found lying flat and no wrinkles which could trap water were found. (See FAA Inspector Statement and Mechanic Statement.)

Teardown examination of the engine at an engine overhaul facility showed that the No. 4 cylinder intake valve push rod was broken in two pieces and the push rod tube was bent. (See Engine Facility Letter.)

Metallurgical examination of the No. 4 intake valve push rod and tube was performed at the NTSB Materials Laboratory, Washington, DC. The push rod was fractured through its entire circumference into a long piece and a short piece. Each of the fracture ends contained two longitudinal notches oriented perpendicular to the fracture surface and located approximately opposite from each other. Near the fractured ends of the long and short pieces of push rod, material was worn from the circumference for about 1.4 inches. The thickness of the rod in an area that was not worn measured .10 inch. The thickness of the rod in the worn area measured between .016 and .026 inch. Examination of the push rod tube showed it was bent about 5 degrees starting about 2.8 inches from the inboard end, near a convolute in the tube. Examination of the interior of the tube near the bend showed there was rubbing damage to the tube material and some of the material in the weld seam of the tube was flattened. (See NTSB Materials Laboratory Factual Report.)

Logbook records show the engine was removed from a Cessna 182, Austrian registration OE-KCA, on March 9, 1998. The engine was installed on N8556S, along with a McCauley 3 bladed propeller, on May 1, 1998, at airplane total time 7594.3. The engine was reported to have 286.3 flight hours since factory remanufacture at this time. The engine and airplane were last inspected on July 22, 1999, at airplane total time 7722.12, when it received an annual inspection. At the time of the accident the airplane was reported to have 7,861 total flight hours. (See Logbook Records.)

NTSB Probable Cause

Damage to the No. 4 cylinder intake valve push rod tube at an undetermined time which resulted in the push rod rubbing on the push rod tube and failing due to wear, resulting in loss of engine power and damage to the airplane during a forced landing in a field.