On April 11, 2002, at 1818 central daylight time, a Cessna TR182 single-engine airplane, N9321R, was substantially damaged during a forced landing following a total loss of engine power near Cypress, Texas. The airplane was registered to Red Bird Flyers Inc., of Wilmington, Delaware, and operated by the pilot. The private pilot, sole occupant of the airplane, was not injured. Visual meteorological conditions prevailed, and a flight plan was not filed for the 14 Code of Federal Regulations Part 91 personal flight. The local flight originated from the David Wayne Hooks Memorial Airport, Houston, Texas, at 1800. According to the pilot, he did not note any anomalies during the preflight inspection or engine run-up. He stated that he checked the oil level during the preflight inspection, the dipstick indicated 8 quarts, and he did not remove the oil filler cap to add any oil. The purpose of the flight was to perform a check of the airplane's Very High Frequency Omnidirectional Range (VOR) navigational unit. The flight departed and had been airborne approximately 15 minutes when the pilot heard a "loud bang," a film of oil covered the windshield, and the engine lost power. Subsequently, a forced landing was executed to a muddy field, and the airplane came to rest upright. The FAA inspector, who examined the airplane at the accident site, reported that the fuselage was buckled, one propeller blade was bent aft 45 degrees, and one propeller blade was undamaged. He confirmed that there was an oil film covering the windshield, and added that the film extended aft along the fuselage. He also reported that there was a hole in the left rear side of the engine crankcase. The Lycoming O-540-L3C5D engine was examined by the NTSB Investigator-In-Charge and a representative from Lycoming Engines. The crankcase contained a hole between the #5 cylinder's intake pushrod outlet and the #4 cylinder's exhaust pushrod outlet. There was also a hole observed between the #5 cylinder's pushrods. It was noted that all of the engine accessories remained attached to the engine. The engine was boroscoped through the two holes in the engine crankcase, and the #4 and #5 connecting rods were observed to be partially separated from the crankshaft and displayed heat distress. The #6 connecting rod was completely separated from the crankshaft and displayed heat distress. The engine was removed from the airframe firewall and no loose fittings or compromised oil lines were noted during the removal. The inlet and outlet lines for the oil cooler and turbocharger were pressurized with 80 psi of air, and no leaks were noted. The oil filter was removed, examined, and metal shavings were present; however, the shavings did not completely obstruct the filter. The oil pump was removed and all of its internal components were intact; however, galling was observed on the pump's internal housing and on the gear teeth. The oil suction screen was removed and metal shavings were present; however, they did not completely obstruct the screen. The oil sump contained approximately 1 quart of oil and metal fragments. The oil filler cap was not located during the examination. The airplane's maintenance logbooks were reviewed. On August 25, 2001, the airframe and engine underwent their last annual and 100 hour inspection, respectively. On February 21, 2002, the engine underwent its last oil and filter change, and had accumulated a total of 678.9 hours since its last overhaul at a Lycoming facility. At the time of the accident, the airframe had accumulated a total of 2,638.9 hours and the engine had accumulated a total of 714.4 hours since its last overhaul. No record of any open maintenance discrepancies was found.