Homer Air, Inc

Operated by Homer Air Inc. (per NTSB report)

The loss of engine power for an undetermined reason, resulting in an off-airport emergency landing and subsequent nose over.

Operated by Homer Air (per NTSB report)

The fatigue failure of the No. 4 engine cylinder head resulting in a loss of engine power. Contributing to the severity of the accident was the pilot's decision to attempt a low altitude turn back to the airport, resulting in a loss of control.

Operated by HOMER AIR (per NTSB report)

Sanction: 3,000 · case closed 2005-10-19

Part: THROTTLE CABLE — BROKEN (ENGINE)

ON THE LAST FLIGHT, AT APPROX 5:02 PM, THROTTLE CABLE BROKE DURING APPROACH TO LANDING. THREE MILES OUT AT 1000 FT, THE ACFT WAS CONFIG WITH 10 DEG FLAPS, L5OO RPM & AIRSPEED OF 80 KTS. WHILE ENTERING THE BASE LEG ATTEMPTED TO MAKE A PWR REDUCTION. WHEN THE THROTTLE WAS RETARDED, DID NOT NOTICE ANY REDUCTION IN PWR. NO RESPONSE IN ACFT SOUND, MANIFOLD PRESS OR RPM. THERE WAS NO RESISTANCE WHEN CLOSING THE THROTTLE FROM THAT POINT BUT, THERE WAS RESISTANCE OPENING THE THROTTLE TROM THAT POINT. ENTERING THE BASE LEG, APPROX 1500 RPM, 800 TO 1000 FT OF ALT & 80 KTS OF AIRSPEED. IMMEDIATELY SUSPECTED A BROKEN THROTTLE CABLE & REALIZED I HAD A PERFECT PWR SETTING BUT, IN ORDER TO MAKE A LANDING, THE PWR WOULD HAVE TO BE MANAGED, FROM THIS POINT, WITH EITHER THE IGNITION SWITCH, MAGS, OR MIXTURE CONTROL. I OPTED FOR MIXTURE CONTROL WHICH, WORKED PERFECTLY. MOVING THE MIXTURE TOWARD IDLE CUT OFF ALLOWED A SMOOTH POWER REDUCTION & MOVING IT IN THE RICH POS PROVIDED A SMOOTH INCREASE IN PWR. WHILE MANAGING PWR WITH THE MIXTURE CONTROL MAINTAINED A SLOW RATE OF DESCENT & EXTENDED MY LANDING FOR SAFETY. THE LANDING OCCURRED WITHOUT INCIDENT. I WAS ABLE TO CLEAR THE RNWY & THEN HAD THE ACFT TOWED BACK TO OUR RAMP.

Part: CRANKCASE — PUNCTURED (ENGINE) · airframe 6,097 hrs

ON SHORT FINAL, PILOT HEARD AN AUDIBLE BANG WITH ENGINE RUNNING SLIGHTLY ROUGH, MAKING A DIFFERENT NOISE AND NOT DEVELOPING FULL POWER. CONTINUED TO LANDING WITH OUT INCIDENT AND DURING TAXI TO TURN OUT STARTED ACCUMULATING OIL ON WINDSCREEN. REMOVED TOP COWL AND FOUND A LARGE HOLE BELOW OIL FILLER PORT ABOVE NR 4 CYLINDER. NR 4 CONNECTING ROD HAD PENETRATED CASE. ENGINE HAD 1043.7 SINCE FACTORY REBUILT AND 822.2 HRS SINCE A MANDATORY PROP STRIKE TEAR DOWN INSPECTION.

Part: BEARING — SEIZED (MAGNETO)

ACFT ENGINE STARTED RUNNING ROUGH IN CRUISE FLIGHT. PILOT MADE A PRECAUTIONARY BEACH LANDING. TROUBLESHOT, FOUND LT MAG TO BE INOPERATIVE. REMOVED MAG TO BE SEIZED. DISASSEMBLED MAG AND FOUND LOWER BEARING PN M3006 TO BE SEIZED. MAGNETOS WERE APPROX 58 HRS FROM SCHEDULED 500 HR INSP.

Part: CYLINDER — CRACKED (ENGINE)

BOTH CYLINDER HAVE VISIBLE CRACKS ORIGINATING AT THE EXHAUST VALVE SEAT. (K)

Part: CYLINDER HEAD — SEPARATED (ENGINE)

BOTH CYLINDERS FAILED AT TAKEOFF POWER SETTING WITHIN 2 HOURS OF EACH OTHER. FAILURE CONSISTING OF COMPLETE SEPARATION OF THE HEAD FROM THE BARREL, CAUSING DAMAGE TO THE BAFFLING. EXHAUST COLLECTOR, AND SEVERING OF THE FUEL INJECTOR LINE.