HISTORY OF FLIGHT On September 6, 2005, at 1725 eastern daylight time, a Piper PA-28-161, N8270M, was substantially damaged when it overran a parking lot during a forced landing near Babylon, New York. The certificated private pilot and two passengers sustained minor injuries. Visual meteorological conditions prevailed for the local personal flight that departed Republic Airport (FRG), Farmingdale, New York, at 1711. A visual flight rules flight plan was filed for the flight conducted under 14 CFR Part 91. The pilot provided a written statement, and was interviewed by telephone. He said that it was a "gorgeous, perfect day," and that he intended to fly along the Long Island coastline. The pilot completed the preflight, taxi, and before takeoff checks according to the checklist. He then departed Farmingdale, and climbed the airplane to 2,000 feet with no anomalies noted. After leveling the airplane at 2,000 feet, the pilot encountered "a lot of roughness in the engine." The engine rpm fluctuated greatly, and the entire airframe vibrated. The pilot declared an emergency via radio to air traffic control at Republic Airport, and stated that he planned to return there. The engine power continued to decrease, the airplane could not maintain altitude, and the windscreen became obscured by engine oil. The engine oil pressure gauge showed no pressure, and the oil temperature gauge was "as high as it could go." The pilot amended his plan, and elected to land in a parking lot at the Robert Moses Park. The pilot selected a parking lot for landing due to the relative scarcity of cars parked there. One vehicle was positioned in the center of the lot. The pilot circled the lot in the descent to keep the landing area in sight, as the windscreen was obscured, and selected a ground reference point to ensure that he cleared the vehicle in the center of the lot during landing. During the landing, the airplane cleared the vehicle, touched down, overran the lot, and collided with two rows of bushes before it came to rest against a sand dune. The right wing separated from the airplane during the accident sequence. PERSONNEL INFORMATION The pilot was issued a private pilot certificate with a rating for airplane single engine land on June 1, 2005. He was issued a first class medical certificate in September 2004. The pilot reported 57 hours of total flight experience, all of which were in make and model. AIRCRAFT INFORMATION The airplane was manufactured in 1980, and had accrued 11,539 total aircraft hours. The airplane's most recent annual inspection was completed June 23, 2005, at 11,465 aircraft hours. An examination of the airplane's maintenance records revealed that the airplane's engine had accrued 7,069 total hours of flight time, and had accrued 2,771 total hours since major overhaul. METEOROLOGICAL INFORMATION At 1753, the weather reported at Republic Airport included clear skies with 10 miles visibility and calm winds. The temperature was 68 degrees Fahrenheit, and the dew point was 57 degrees Fahrenheit. WRECKAGE AND IMPACT INFORMATION The airplane was examined at the site by a Federal Aviation Administration (FAA) inspector, and all major components were accounted for at the scene. The airplane came to rest upright, and the separated right wing lay beneath the stabilator. The engine cowling was oil-soaked. After a cursory examination, the airplane was then moved to the operator's hangar at Republic Airport. The airplane was examined at Republic Airport on September 8, 2005. Examination of the airplane revealed holes in the engine case in the area of the No. 1 exhaust tappet and the No. 3 exhaust tappet. TESTS AND RESEARCH The engine was partially disassembled under the supervision of an FAA inspector. According to the inspector, the No. 3 piston "split in half" at the oil control ring/piston ring journal, and the No. 1 exhaust valve tappet was broken. According to the inspector, the broken valve tappet and the holes in the engine case were consistent with broken piston fragments lodging between the camshaft and the exhaust tappet, and the camshaft and the engine case. ADDITIONAL INFORMATION According to Lycoming Engine Company Service Instruction number 1009AR, the engine should be overhauled at 2,000 hours of operation, or 12 years, whichever occurs first.