Narrative:

Des moines approach gave me a wrong radio frequency which impaired warning other aircraft of emergency landing. While braking to stop (after forced landing) another small airplane taxied onto the runway. He was moving at slow rate and I was able to brake to a stop estimated 300 ft from him. I had been cruising from waterloo to des moines at 6500 ft and 17 mi northeast of dsm airport beginning power reduction for descent when there was sudden violent shaking of the front of aircraft and instrument panel accompanied by loss of engine power. Ankeny airport was in sight closer than des moines. I informed des moines approach of my loss of engine power, that I was diverting to ankeny, and requested from des moines approach the radio frequency for the ankeny CTAF. (I asked them for the frequency because I was busy flying the disabled plane, unable to monitor altitude and going down at average 400-500 FPM.) dsm approach told me ankeny CTAF frequency was 122.9, vectored a highway patrol aircraft ('trooper') to my area to observe, and then allowed me to change to 122.9. However, they gave me the wrong frequency. The ankeny CTAF is 122.7. So my radio calls to ankeny traffic went unheard (except by the highway patrol aircraft that also switched to 122.9 as instructed by ATC). If ATC had given me the correct frequency, the other aircraft on the ground would have heard my calls that I was making an emergency landing, that my aircraft had insufficient power for go around. Skills I learned in my glider training were invaluable during the forced landing. My aircraft landed safely on ankeny runway 18. No damage to anything. Cause of engine failure reported to me as broken connecting rod by the FBO that owns the airplane (a beechcraft skipper BE77).

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Original NASA ASRS Text

Title: A BROKEN CONNECTING ROD CAUSED A BE77 PLT TO MAKE AN EMER LNDG. DSM TRACON GAVE HIM THE WRONG CTAF FREQ, SO THE RPTR WAS MET BY AN ACFT ON THE RWY FOR TKOF.

Narrative: DES MOINES APCH GAVE ME A WRONG RADIO FREQ WHICH IMPAIRED WARNING OTHER ACFT OF EMER LNDG. WHILE BRAKING TO STOP (AFTER FORCED LNDG) ANOTHER SMALL AIRPLANE TAXIED ONTO THE RWY. HE WAS MOVING AT SLOW RATE AND I WAS ABLE TO BRAKE TO A STOP ESTIMATED 300 FT FROM HIM. I HAD BEEN CRUISING FROM WATERLOO TO DES MOINES AT 6500 FT AND 17 MI NE OF DSM ARPT BEGINNING PWR REDUCTION FOR DSCNT WHEN THERE WAS SUDDEN VIOLENT SHAKING OF THE FRONT OF ACFT AND INST PANEL ACCOMPANIED BY LOSS OF ENG PWR. ANKENY ARPT WAS IN SIGHT CLOSER THAN DES MOINES. I INFORMED DES MOINES APCH OF MY LOSS OF ENG PWR, THAT I WAS DIVERTING TO ANKENY, AND REQUESTED FROM DES MOINES APCH THE RADIO FREQ FOR THE ANKENY CTAF. (I ASKED THEM FOR THE FREQ BECAUSE I WAS BUSY FLYING THE DISABLED PLANE, UNABLE TO MONITOR ALT AND GOING DOWN AT AVERAGE 400-500 FPM.) DSM APCH TOLD ME ANKENY CTAF FREQ WAS 122.9, VECTORED A HWY PATROL ACFT ('TROOPER') TO MY AREA TO OBSERVE, AND THEN ALLOWED ME TO CHANGE TO 122.9. HOWEVER, THEY GAVE ME THE WRONG FREQ. THE ANKENY CTAF IS 122.7. SO MY RADIO CALLS TO ANKENY TFC WENT UNHEARD (EXCEPT BY THE HWY PATROL ACFT THAT ALSO SWITCHED TO 122.9 AS INSTRUCTED BY ATC). IF ATC HAD GIVEN ME THE CORRECT FREQ, THE OTHER ACFT ON THE GND WOULD HAVE HEARD MY CALLS THAT I WAS MAKING AN EMER LNDG, THAT MY ACFT HAD INSUFFICIENT PWR FOR GAR. SKILLS I LEARNED IN MY GLIDER TRAINING WERE INVALUABLE DURING THE FORCED LNDG. MY ACFT LANDED SAFELY ON ANKENY RWY 18. NO DAMAGE TO ANYTHING. CAUSE OF ENG FAILURE RPTED TO ME AS BROKEN CONNECTING ROD BY THE FBO THAT OWNS THE AIRPLANE (A BEECHCRAFT SKIPPER BE77).

Data retrieved from NASA's ASRS site as of July 2007 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.