N4088G
Piper PA31-350
The right engine began to surge, emit black smoke, and lose power shortly after takeoff. The pilot did not shutdown the engine or feather the propeller. The pilot stated that while turning to return to the airport, the aircraft almost stalled, and he lowered the nose and descended toward the sea. He was not able to maintain altitude, and the aircraft was ditched in the sea. Postcrash examination of the right engine showed no evidence to indicate the reason for the loss of power and black smoke emission.
On May 3, 1997, about 1326 Atlantic standard time, a Piper PA31-350, N4408G, registered to Cruise Ship Tours, Inc., ditched in the sea near St. Thomas, U.S. Virgin Islands, after loss of right engine power, shortly after takeoff from Cyril King Airport, while on a Title 14 CFR Part 91 personal flight. Visual meteorological conditions prevailed at the time and a visual flight rules flight plan was filed. The aircraft received substantial damage and the private-rated pilot and three passengers were not injured. The flight was originating at the time of the accident. The pilot stated that the engines operated normally during the initial part of the takeoff. After liftoff while climbing through 50-60 feet, the right engine began to surge and the air traffic controller reported black smoke coming from the right engine. He was unable to land on the remaining runway and continued the climb with the intention of returning for a landing. The right engine continued to surge and as he turned south over the sea, the aircraft tipped sharply to the right and almost stalled. He lowered the nose and the aircraft descended. He ditched the aircraft in the sea and he and the passengers exited the aircraft uninjured. Postcrash examination of the right engine was performed under the supervision of an FAA inspector after the aircraft was recovered from the sea. The right propeller was in the low pitch range. The engine assembly rotated normally and continuity was confirmed with the valve train, crankshaft, camshaft, and all accessory drives. Each of the magnetos was inspected and showed no evidence of precrash failure or malfunction. The engine fuel system was removed and sent to NTSB for examination. Four of the six fuel injector nozzle inserts were lost during removal from the engine. Examination of the fuel injector, fuel pump, and remains of the fuel nozzles showed no evidence of precrash failure or malfunction. The four fuel nozzles which were missing the inserts could not be tested. Examination of the right turbocharger, turbocharger controllers, turbocharger wastegate was performed under FAA supervision at Allied Signal, Torrance, California. No evidence to indicate failure or malfunction of the right turbocharger system was found. (See attached Allied Signal report.)
failure of the pilot to follow emergency procedures for loss of power in the right engine, by failing to shutdown the right engine and feather the right propeller. This resulted in the aircraft being unable to maintain altitude and a subsequent ditching in the sea. A related factor was the loss of right engine power for undetermined reasons.
Source: NTSB Aviation Accident Database
Aviation Accidents App
In-Depth Access to Aviation Accident Reports
