Narrative:

This flight was to visit a local college. We were already running a little late for our planned departure; if we didn't make the approximately 1.4 hours flight; it would have taken us about 5 hours to drive. Preflight inspection showed no significant defects with the airplane; but left the left hand fuel cap loose (due to using a different fuel sampling procedure; and reverting to an older habit) and didn't discover it prior to takeoff. Also; during the run-up; the left mag acted like the p-lead wasn't connected; although when I shut both mags off; the engine acted like both mags were; in fact; off; it backfired when I turned the mags back to both. Briefly considered putting the airplane back in the hangar and taking a different one that seemed to be available; but remembered that it had been reserved and wasn't really available (that turned out to not be the case; I could have and should have taken it instead; we had plenty of time in spite of my concern for our 'lateness' for us to have done that and still make our appointment at the college). Takeoff went all right; but as I was about 200 ft in the air; tower called and said I was trailing smoke; looked out the left wing and saw the fuel cap at the end of its chain and fuel pouring out the filler. Got clearance for an immediate return; landed; and taxied to the fuel pump to refuel. Made sure the cap was secure; then started back up. This time; during a run-up check; the left mag acted like it wasn't working at all; thought maybe it had gotten fouled and would be ok once I got takeoff power on it; and leaned a little bit. Otherwise; airplane was fine; took off again; and departed for our destination. About 20 minutes or so into the flight; I noticed the red gyro warn annunciator was illuminated; checking the instrument pressure gauge confirmed that the engine-driven pressure pump had failed. Selected the standby pressure pump on; and confirmed (as I had before flight) that it was operating properly; and since it was good VFR and would be all day; I elected to continue. I also did another mag check; the engine acted like the left mag was definitely failed. Elected to continue the flight; with a note to self to have someone check the left mag at our destination. About this time I began to see some liquid traces on the front of the windshield; we were in the vicinity of some cumulus clouds; and figured it could have been from them; but figured it also could have been from the propeller (some of the planes in our fleet have had prop seals that would allow oil or grease to escape and impinge on the windshield; they eventually get fixed but sometimes it takes a while). Continued the flight anyway. We had been cruising at 8500 ft MSL and getting flight following from center; but had to drop down to 6500 ft to maintain VFR from the clouds; center advised I was below radar coverage; also below destiantion's; was given a frequency to try in about 20 miles; and to squawk VFR; frequency change approved. I did switch over to destiantion AWOS frequency and CTAF on #2 comm; kept center's frequency on #1 comm. Somewhere southwest of destination VOR; we began to smell something hot or burning; I thought there might be a bit of haze in the cabin; but wasn't sure; and none of the panel felt unusually warm (I was thinking maybe we had an electrical issue going on now). I began to think I was seeing something coming from the front of the cowl; but couldn't tell; as the front of the windshield had become distorted with what I figured must be oil; I could see around it well enough; but it blocked a view of the area right around the propeller. Trying to sort out exactly what was going on; I glanced at the engine instruments and noticed the oil pressure was parked at zero; it hadn't been the last time I'd noticed it; but that had been a while. I said aloud to my wife and daughter; we are going to lose the engine; find me a nearby airport. I also punched nrst on my GPS and loaded the airport it offered;about 20 miles away. About that time; there was a loud bang from the engine and it began shaking. I wiped the power controls full back; shut off the fuel and mags; and declared a mayday over center's frequency (heard them respond with a question and another airplane reply; I responded confirming it was me they'd heard and that we were making a forced landing). About that time the engine seized. Recognizing that we weren't going to land on an airport; I selected a field that was oriented lengthwise into the wind; that was close to a town; and appeared to be clear of growing crops or livestock (turned out to be a fallow cornfield that had not been plowed recently). As I got close to the field; it appeared to be a good choice; and that I was high and a bit fast. Lowered the gear and flaps; slipped to bleed off airspeed and altitude; and executed a normal landing; rolling to a stop before reaching the end of the field by the town by a couple hundred feet. No damage; no injuries; so a good outcome to a bad situation. Lessons: don't ignore your gut feeling to change course. Don't be in too big a hurry so that you overlook things; do things you normally wouldn't; or overlook alternatives because you don't want to take the time. Don't ever fly an airplane with known or suspected problems; particularly with the engine. Don't ignore symptoms that all's not well with the airplane; don't pass over a perfectly good airport to have things looked at (we passed over several). The GPS's don't have all airports in their databases; there was one closer.

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Original NASA ASRS Text

Title: A BE36 pilot landed off airport after the engine oil pressure indicated zero; produced a loud bang and began shaking.

Narrative: This flight was to visit a local college. We were already running a little late for our planned departure; if we didn't make the approximately 1.4 hours flight; it would have taken us about 5 hours to drive. Preflight inspection showed no significant defects with the airplane; but left the left hand fuel cap loose (due to using a different fuel sampling procedure; and reverting to an older habit) and didn't discover it prior to takeoff. Also; during the run-up; the left mag acted like the p-lead wasn't connected; although when I shut both mags off; the engine acted like both mags were; in fact; off; it backfired when I turned the mags back to BOTH. Briefly considered putting the airplane back in the hangar and taking a different one that seemed to be available; but remembered that it had been reserved and wasn't really available (that turned out to not be the case; I could have and should have taken it instead; we had plenty of time in spite of my concern for our 'lateness' for us to have done that and still make our appointment at the college). Takeoff went all right; but as I was about 200 FT in the air; tower called and said I was trailing smoke; looked out the left wing and saw the fuel cap at the end of its chain and fuel pouring out the filler. Got clearance for an immediate return; landed; and taxied to the fuel pump to refuel. Made sure the cap was secure; then started back up. This time; during a run-up check; the L mag acted like it wasn't working at all; thought maybe it had gotten fouled and would be OK once I got takeoff power on it; and leaned a little bit. Otherwise; airplane was fine; took off again; and departed for our destination. About 20 minutes or so into the flight; I noticed the red GYRO WARN annunciator was illuminated; checking the instrument pressure gauge confirmed that the engine-driven pressure pump had failed. Selected the standby pressure pump ON; and confirmed (as I had before flight) that it was operating properly; and since it was good VFR and would be all day; I elected to continue. I also did another mag check; the engine acted like the left mag was definitely failed. Elected to continue the flight; with a note to self to have someone check the left mag at our destination. About this time I began to see some liquid traces on the front of the windshield; we were in the vicinity of some cumulus clouds; and figured it could have been from them; but figured it also could have been from the propeller (some of the planes in our fleet have had prop seals that would allow oil or grease to escape and impinge on the windshield; they eventually get fixed but sometimes it takes a while). Continued the flight anyway. We had been cruising at 8500 FT MSL and getting flight following from Center; but had to drop down to 6500 FT to maintain VFR from the clouds; Center advised I was below radar coverage; also below destiantion's; was given a frequency to try in about 20 miles; and to squawk VFR; frequency change approved. I did switch over to destiantion AWOS frequency and CTAF on #2 COMM; kept Center's frequency on #1 COMM. Somewhere southwest of destination VOR; we began to smell something hot or burning; I thought there might be a bit of haze in the cabin; but wasn't sure; and none of the panel felt unusually warm (I was thinking maybe we had an electrical issue going on now). I began to think I was seeing something coming from the front of the cowl; but couldn't tell; as the front of the windshield had become distorted with what I figured must be oil; I could see around it well enough; but it blocked a view of the area right around the propeller. Trying to sort out exactly what was going on; I glanced at the engine instruments and noticed the oil pressure was parked at zero; it hadn't been the last time I'd noticed it; but that had been a while. I said aloud to my wife and daughter; we are going to lose the engine; find me a nearby airport. I also punched NRST on my GPS and loaded the airport it offered;about 20 miles away. About that time; there was a loud bang from the engine and it began shaking. I wiped the power controls full back; shut off the fuel and mags; and declared a MAYDAY over Center's frequency (heard them respond with a question and another airplane reply; I responded confirming it was me they'd heard and that we were making a forced landing). About that time the engine seized. Recognizing that we weren't going to land on an airport; I selected a field that was oriented lengthwise into the wind; that was close to a town; and appeared to be clear of growing crops or livestock (turned out to be a fallow cornfield that had not been plowed recently). As I got close to the field; it appeared to be a good choice; and that I was high and a bit fast. Lowered the gear and flaps; slipped to bleed off airspeed and altitude; and executed a normal landing; rolling to a stop before reaching the end of the field by the town by a couple hundred feet. No damage; no injuries; so a good outcome to a bad situation. LESSONS: Don't ignore your gut feeling to change course. Don't be in too big a hurry so that you overlook things; do things you normally wouldn't; or overlook alternatives because you don't want to take the time. Don't ever fly an airplane with known or suspected problems; particularly with the engine. Don't ignore symptoms that all's not well with the airplane; don't pass over a perfectly good airport to have things looked at (we passed over several). The GPS's don't have all airports in their databases; there was one closer.

Data retrieved from NASA's ASRS site as of April 2012 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.