This couldn't have been a lot of fun, but thankfully, the injuries were minor. A somewhat uncommon Rallye Minerva (file photo, below) experienced an engine failure after its engine pretty much destroyed itself from the inside out...

NTSB Identification: NYC08LA280
14 CFR Part 91: General Aviation
Accident occurred Saturday, August 16, 2008 in Fulton, NY
Aircraft: SOCATA MS894A, registration: N31BF
Injuries: 2 Minor.

This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed.

On August 16, 2008, about 1540 eastern daylight time, a Socata MS894A, N31BF, was substantially damaged during a forced landing following a loss of engine power approximately 2 miles south of the Oswego County Airport (FZY), Fulton, New York. The certificated private pilot and passenger sustained minor injuries. Visual meteorological conditions prevailed, and no flight plan was filed for the personal local flight. The flight was conducted under the provisions of 14 Code of Federal Regulations Part 91.

The airplane was owned by the pilot and based at FZY. It had been fueled on the morning of the accident with 22.2 gallons and a report from the lineman was that it was "topped off."

A witness at the FZY airport stated "it was a fun day at the airport; they were dropping flour at targets on the ground." The accident airplane had just made its drop and the canopy would have been open to do so.

An interview with the pilot revealed that after making a low pass along the drop zone, he pulled up and about 400 feet above ground level. He then heard a "bang," followed by vibration, and then the engine stopped. He immediately pitched for a "glide speed of 90 miles per hour," and flew toward a field. On the final leg of the approach, the airplane impacted trees, nosed over on touchdown, and then rotated approximately 180 degrees.

Examination of the airplane by a Federal Aviation Administration (FAA) inspector revealed, that the airplane impacted trees near the field where it crashed and was facing the opposite direction of travel. The right main landing gear remained attached, and the left main landing gear was separated. The left wing root exhibited leading edge damage consistent with a tree strike, the right wing exhibited signs of impact damage from the landing gear outboard to the wing tip, and was bent upward and aft. The right wing leading edge slat was separated and on the ground. The flap was detached from the outboard hinge, but remained attached via the inboard hinge. The left outboard section of the elevator was bent downward. Control continuity was verified on all control surfaces. The right side lower engine cowl was detached and in front of the airplane. The fuel selector valve was off.

Examination of the cockpit revealed that the throttle control was in the idle position, the mixture control was in the fuel cut-off position, the propeller control was in the feather position, the ignition key was in the "off" position, the fuel boost pump switch was in the "on" position, carburetor heat was in the "off" position, and the elevator trim wheel was in a nose up trim position. No shoulder harnesses were installed in the airplane.

The airplane was equipped with a Franklin, model 6A-350 series engine. The engine had an L-shaped hole on top of the crankcase between the number 3 and 4 cylinder, approximately 2 inches by 3 inches, which exhibited signs similar to that of an object going through it from the inside to the outside. A connector rod from the number 3 cylinder was located about 15 feet from the airplane. The crankshaft was fractured at the number 3 cylinder. Rotation was accomplished using the propeller for cylinders 1 and 2, and through the accessory gear drive on the back of the engine for cylinders 4, 5, and 6. The number 3 cylinder was removed and moved freely. The magnetos remained attached to the engine and exhibited no sign of damage. The oil filter was removed and opened with metal contaminates located inside. The airplane was equipped with a two bladed propeller that exhibited minor rotational scoring.

The airplane was retained by the National Transportation Safety Board for further examination.

The airplane's last annual inspection was completed on April 9, 2008, at 1,576 hours total time. The pilot purchased the airplane in October 2007, and at the time of the accident the engine had approximately 150 total hours in service since overhaul.

The pilot held a private pilot certificate with a rating for single-engine land and instrument airplane. His most recent FAA third-class medical certificate was issued August 2007.

FMI: www.ntsb.gov