Narrative:

During the flight from ZZZ1 to ZZZ2 when we were almost abeam ZZZ there was a loud 'bang' in the airplane and the oil pressure went immediately to zero. Oil pressure was normal throughout the flight until the engine failure. Before the engine failure, we had been cruising at 10000 ft. Per ATC request, we executed a slow ascent to 11000 ft. After leveling off at 11000 ft, we leaned the engine to best power at 2700 RPM and continued the cruise toward ZZZ2. The engine failed abruptly, with no warning signs noted in the airplane instrumentation. After the failure, the engine appeared to be producing no power at all, the propeller was windmilling at 2700 RPM, and an immediate descent was initiated. I advised center that we had lost power and were vacating the altitude. We declared an emergency, complied with ATC requested information, advised that we had ZZZ in sight and within gliding range and intended to make a dead stick landing at the airport. The PF flew the descent while I provided airport information from the garmin 430 database. We discussed the situation and decided to secure the engine. He pulled the mixture full lean, and I shut off the fuel. The PF maneuvered the airplane to a touchdown on the grass runway adjacent to the paved runway and made a smooth touchdown. The airplane coasted to a stop on the parking tarmac. The propeller was windmilling throughout the descent and landing. Borescope inspection revealed that one of the pistons was not moving with the propeller, and we concluded that there was evidence of a broken connecting rod. Supplemental information from acn 626437: the descent rates were somewhat higher than expected, probably because of the drag of the windmilling propeller. As we got close to the airport I felt that we were a bit high. I lowered the flaps and continued toward the main runway. In my judgement we were now aimed to touchdown about 2/3 of the way down the runway. Not wanting to take a chance on running off the far end, I elected to make one more 5-TURN. I raised the flaps and turned about 40 degrees to the right, then back toward the runway. Now it seemed that we were too low to reach the paved runway, so I told copilot we would land on the groomed grass runway that parallels the paved runway. Both crew members used oxygen throughout the flight using cannula devices.

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Original NASA ASRS Text

Title: PLT AND PAX ABOARD SR20 COMBINE FORCES TO EFFECT A SAFE EMER LNDG AFTER A COMPLETE ENG FAILURE.

Narrative: DURING THE FLT FROM ZZZ1 TO ZZZ2 WHEN WE WERE ALMOST ABEAM ZZZ THERE WAS A LOUD 'BANG' IN THE AIRPLANE AND THE OIL PRESSURE WENT IMMEDIATELY TO ZERO. OIL PRESSURE WAS NORMAL THROUGHOUT THE FLT UNTIL THE ENG FAILURE. BEFORE THE ENG FAILURE, WE HAD BEEN CRUISING AT 10000 FT. PER ATC REQUEST, WE EXECUTED A SLOW ASCENT TO 11000 FT. AFTER LEVELING OFF AT 11000 FT, WE LEANED THE ENG TO BEST PWR AT 2700 RPM AND CONTINUED THE CRUISE TOWARD ZZZ2. THE ENG FAILED ABRUPTLY, WITH NO WARNING SIGNS NOTED IN THE AIRPLANE INSTRUMENTATION. AFTER THE FAILURE, THE ENG APPEARED TO BE PRODUCING NO PWR AT ALL, THE PROP WAS WINDMILLING AT 2700 RPM, AND AN IMMEDIATE DSCNT WAS INITIATED. I ADVISED CTR THAT WE HAD LOST PWR AND WERE VACATING THE ALT. WE DECLARED AN EMER, COMPLIED WITH ATC REQUESTED INFO, ADVISED THAT WE HAD ZZZ IN SIGHT AND WITHIN GLIDING RANGE AND INTENDED TO MAKE A DEAD STICK LNDG AT THE ARPT. THE PF FLEW THE DSCNT WHILE I PROVIDED ARPT INFO FROM THE GARMIN 430 DATABASE. WE DISCUSSED THE SIT AND DECIDED TO SECURE THE ENG. HE PULLED THE MIXTURE FULL LEAN, AND I SHUT OFF THE FUEL. THE PF MANEUVERED THE AIRPLANE TO A TOUCHDOWN ON THE GRASS RWY ADJACENT TO THE PAVED RWY AND MADE A SMOOTH TOUCHDOWN. THE AIRPLANE COASTED TO A STOP ON THE PARKING TARMAC. THE PROP WAS WINDMILLING THROUGHOUT THE DSCNT AND LNDG. BORESCOPE INSPECTION REVEALED THAT ONE OF THE PISTONS WAS NOT MOVING WITH THE PROP, AND WE CONCLUDED THAT THERE WAS EVIDENCE OF A BROKEN CONNECTING ROD. SUPPLEMENTAL INFO FROM ACN 626437: THE DSCNT RATES WERE SOMEWHAT HIGHER THAN EXPECTED, PROBABLY BECAUSE OF THE DRAG OF THE WINDMILLING PROP. AS WE GOT CLOSE TO THE ARPT I FELT THAT WE WERE A BIT HIGH. I LOWERED THE FLAPS AND CONTINUED TOWARD THE MAIN RWY. IN MY JUDGEMENT WE WERE NOW AIMED TO TOUCHDOWN ABOUT 2/3 OF THE WAY DOWN THE RWY. NOT WANTING TO TAKE A CHANCE ON RUNNING OFF THE FAR END, I ELECTED TO MAKE ONE MORE 5-TURN. I RAISED THE FLAPS AND TURNED ABOUT 40 DEGS TO THE R, THEN BACK TOWARD THE RWY. NOW IT SEEMED THAT WE WERE TOO LOW TO REACH THE PAVED RWY, SO I TOLD COPLT WE WOULD LAND ON THE GROOMED GRASS RWY THAT PARALLELS THE PAVED RWY. BOTH CREW MEMBERS USED OXYGEN THROUGHOUT THE FLT USING CANNULA DEVICES.

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.