On 24 Nov 2003 11:31:57 -0800, (Captain Wubba)
wrote:

snip

So what is it? If the engine-failure rate is one failure for every
50,000 flight hours, I'll feel much less reticent about night/IFR
single-engine flying than if it is one in 10,000 hours. Anybody have
any facts or hard data, or have any idea where I might be able to
track some down?

snip

No hard facts, only "remembered" incidents, definitely not scientific,
sorry.

Engine failures/inflight shutdowns that I've "seen" as a licensed
technician in the last 20 years:

Beech "Super" 18-cylinder hold-down stud/crankcase failure x 2.

Beech "Super" 18-connecting rod failure.

Beech "Super" 18-cylinder barrel/head separation.

Beech "Super" 18-intake valve ingestion x 2.

Beech "Super" 18-crankshaft failure/prop departure (on TO, so
technically not an in-flight).

T-arrow-broken non-standard tee fitting to oil pressure (hourmeter)
switch, oil fire.

Archer-fuel bowl bail popped off x 3.

Cherokee 180-accessory gear driving camshaft split in half.

Navajo Chieftain-cam fell off of fresh overhauled single drive (and
cam) "dual" magneto. Pilot/mechanic (not me) that installed it was
driving it when it crapped.

Navajo Chieftain-turbocharger grenaded, oil fire (fresh turbo
overhaul).

Navajo Chieftain-turbo supply line left loose after maintenance (that
one would be my fault).

Navajo Chieftain-cylinder hold-down stud/crankcase failure.

Navajo Chieftain-severe detonation, eventual oil exhaustion.

Cherokee Six-fuel exhaustion.

Warrior-fuel exhaustion.

J-3 Cub-carb ice.

SWAG of total operating hours +-200000.

The Twin Beech figures are due to the extreme age/unknown-high cycle
time of engines/cylinders.

The Chieftain crankcase failure was on a previously repaired
crankcase.

I think of any more, I'll add 'em to the list.

TC