On March 29, 2022, at 1500 eastern daylight time, a Piper PA-28, N5067W, was substantially damaged when it was involved in an accident near Melbourne Orlando International Airport (MLB), Melbourne, Florida. The pilot sustained minor injuries. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 positioning flight. The pilot reported that he was hired to perform a pre-buy inspection of the airplane, then fly it to New Jersey to the new owner. He and his friend arrived a few days before the accident flight and he performed a pre-buy inspection. He noted that the cylinders had been replaced and was told by the seller that the break-in for the new cylinders was not completed. The pilot further stated that he “knew that it was going to be a risky flight home,” but decided to proceed. On the day of the accident, he took off and circled the airport several times and climbed the airplane to 7,000 ft mean sea level. He stated that everything looked and ran well, so he decided to proceed to New Jersey. About 20 miles northwest of MLB, he noticed that the engine was running rough and the oil pressure was low. He notified air traffic control and turned back to MLB to land. The roughness increased and the engine started vibrating, so he reduced the power to 1,500 rpm. The engine continued to run rough, so he shut the engine down and thought he could glide to runway 9R at MLB. Once he realized that the airplane would not make the runway, he maneuvered for landing in a parking lot. The pilot could not recall much after that point, but thought that the airplane may have collided with a telephone pole. According to a Federal Aviation Administration inspector, the airplane impacted telephone wires and came to rest inverted in a parking lot. Both wings sustained substantial damage. Examination of the engine revealed that the crankshaft would rotate approximately 90° before it came to a hard stop with a metal “clunk” sound. Cylinder Nos. 2 and 3 were removed for an internal examination of the engine, which revealed fractured connecting rods on each cylinder. The No. 2 connecting rod was found fractured with its bottom cap heavily damaged and flat in shape, laying below the engine crankshaft along with its corresponding bearings. The No. 3 connecting rod was found fractured similar to the No. 2, but both the connecting rod end and crankshaft journal exhibited a dark color, and remnants of its bearing were dark and smeared on the connecting rod end and cap. The No. 3 crankshaft journal was found pitted and displayed coloration consistent with presence of corrosion and smeared bearing material.