MIAMI LAKES, FL, USA
N46SX
Piper PA-46-310P
The pilot stated that as he descended below 800 feet on approach to land, the engine surged several times and quit. He immediately switched fuel tanks and turned the electric boost pump to the low position. The engine appeared to start momentarily and then quit. He turned the electric boost pump to high and the engine did not respond. He then ditched the aircraft in a lake. After ditching, the aircraft floated for about 10 minutes. Fuel consumption calculations showed the aircraft contained about 3 gallons of fuel at the time of engine failure. No fuel slicks were observed on the surface of the lake by police or recovery personnel. After recovery the aircraft was found to contain about 2.5 gallons of fuel. The engine was started and operated to full power.
On April 15, 1998, about 1247 eastern daylight time, a Piper PA-46-310P, N46SX, registered to an individual, ditched in a lake following loss of engine power at Miami Lakes, Florida, while on a Title 14 CFR Part 91 personal flight. Visual meteorological conditions prevailed at the time and an instrument flight rules flight plan was filed. The aircraft received substantial damage and the commercial-rated pilot was not injured. The flight originated from Sarasota, Florida, the same day, about 1152. The pilot stated that he was flying from Sarasota to Opa Locka Airport, Opa Locka, Florida. On departure he estimated he had 50 gallons of fuel. He flew to Opa Locka at 16,000 feet and descended normally for the ILS approach to runway 12. At about 800 feet on the approach, with the landing gear down and the wing flaps set to 20 degrees, he noted a slight surge in engine power followed by a large surge. He noted that the fuel flow was fluctuating and he immediately switched to the other fuel tank. He put the auxiliary fuel boost pump on low and it felt like the engine was regaining power, but it then quit again. He turned the auxiliary boost pump to high, and the engine still did not regain power. He knew he could not make the airport and selected a lake for a forced landing. Before ditching he raised the landing gear and flaps. After ditching he abandoned the aircraft. He stated the aircraft floated for about 10 minutes before sinking and that he was rescued by a person on a jetski. Police department dive personnel attempted to locate the aircraft shortly after the ditching but reported they could not locate it and that there were no visible fuel or oil slicks on the surface. The aircraft was located by recovery personnel several days after the accident sitting upright on the bottom of the lake, in about 30 feet of water. The aircraft was raised to the surface and dragged to shore, where it was lifted from the water and put upright on a truck. Recovery personnel stated they did not see any fuel or oil slicks on the water during the recovery process. Examination of the aircraft after recovery showed the landing gear and flaps were retracted. The fuel selector was positioned to the right fuel tank and the auxiliary fuel boost pump switch was in the high position. The fuel tanks, located in the wings, had crushed inward. There was no evidence of fuel leakage from the fuel tanks, fuel caps, fuel vents, or anywhere on the aircraft. The left fuel cap was removed and water was visible at the top of the filler neck. The left fuel tank was drained and found to contain about 47 gallons of water and one quarter gallon of blue 100LL fuel. The right fuel cap was removed and blue 100LL fuel was visible to the top of the filler neck. The right fuel tank was drained and found to contain about 48 gallons of water and 2 gallons of blue 100LL fuel. The normal capacity of each fuel tanks is 61 gallons with 60 gallons usable. Examination of the engine and propeller showed the propeller blades were in the low pitch position and bent straight aft about 30 degrees. The propeller was removed from the engine and found to contain a normal amount of uncontaminated engine oil. The propeller and propeller governor were tested on test fixtures and operated normally. A wooded test club was installed in place of the propeller. The engine crankcase was drained and found to contain a mixture of engine oil and water. No fuel was found in the mixture. The engine was then serviced with new oil. The engine driven fuel pump was removed and the drive shaft was found to have continuity. The pump rotated normally. The pump was reinstalled on the engine. The fuel line from the fuel strainer to the engine driven pump did not contain any fluid. The engine driven fuel pump did not contain any fluid. The fuel line from the engine driven fuel pump to the fuel metering unit did not contain any fluid. The fuel metering unit and the line from the metering unit to the flow divider contained water. The pressure relief valve on the induction manifold was found to have the sealing plate dislodged leaving the induction manifold open. A representative of Teledyne Continental Engines stated the relief valve is operated by pressure and that they have seen the relief valve plate dislodge on other aircraft that have sank in deep water, due to the excessive pressure. The dislodged relief valve was left as found. Fuel was added to each fuel tank and an external electrical power source was attached to each electric fuel pump and the engine starter. The engine fuel system was primed using the left fuel tank and left electric boost pump. The engine was then started and the electric boost pump was turned off. The engine was operated to near full power using the engine driven fuel pump. The engine operated normally. When the engine was returned to an idle power it was found to run rough and at a higher than normal idle speed. The fuel selector was then moved to the right fuel tank and the engine was again operated to near full power using only the engine driven fuel pump. The engine operated normally. There were no fuel leaks from the engine driven pump overboard drain or from any other component. The engine was then shutdown. The dislodged pressure relief valve sealing plate was put back into it's normal position, which sealed the manifold. The engine was started using the right electric boost pump. The engine started and after turning off the right electric boost pump was operated to near full power, using only the engine driven fuel pump. The engine operated normally. The engine was returned to idle and found to operate at a normal idle speed. The pilot stated he picked the aircraft up at Vero Beach, Florida after the annual inspection was completed and flew it for about 1 hour, landing at Opa Locka. On March 18, 1998, he had the fuel tanks filled to full capacity and flew from Opa Locka, to Macon, Georgia, and returned to Opa Locka. He did not purchase fuel during the stop at Macon. He estimated the trip was a total of 6 flight hours. The next flight with the aircraft was on the day of the accident. He had the fuel tanks service with 20 gallons of fuel in each tank for a total of 40 gallons added. He flew from Opa Locka, to Sarasota, which took about 1 hour. He then flew back to Opa Locka, which again took 1 hour, until the accident. Aircraft logbook records show the annual inspection was performed at aircraft hobbs time 2354.5. At the time of the accident the aircraft hobbs time was 2364.6. The pilot stated he flew the aircraft for 1 hour on the day he picked it up after the annual inspection, and 2 hours on the day of the accident. Based on the aircraft hobbs time the trip from Opa Locka, to Macon, Georgia, and return to Opa Locka, on March 18, 1998 would have taken about 7 hours. Performance charts contained in the aircraft flight manual show that for the 3.5 hour flight from Opa Locka, to Macon, Georgia, at 24,000 feet, using 65 percent engine power, the aircraft would have consumed about 58 gallons of fuel. This would have left 62 gallons of fuel in the aircraft on arrival at Macon. On the return flight from Macon, to Opa Locka, at 23,000 feet, using 65 percent power, the aircraft would again have consumed about 58 gallons of fuel. This would have left about 4 gallons of usable fuel in the aircraft on arrival at Opa Locka. On the day of the accident the pilot added 40 gallons of fuel. The aircraft would have contained about 44 gallons of fuel on departure from Opa Locka, for Sarasota, Florida. The FAA Air Traffic Control Tower at Opa Locka, reported the takeoff time was 0834. The FAA Air Traffic Control Tower at Sarasota, reported the arrival time at 0936. The flight took 1 hour and 2 minutes. Aircraft performance charts show that at a cruise altitude of 16,000 feet and 65 percent engine power, the aircraft would have consumed about 21 gallons of fuel. This would have left 23 gallons of fuel onboard on arrival at Sarasota. The flight departed Sarasota at 1152, enroute to Opa Locka. The accident occurred about 1247. Performance charts show the flight would have consumed about 20 gallons of fuel for this flight, leaving 3 gallons onboard at the time of the accident. About 2.5 gallons of fuel were drained from the aircraft after the accident. (See attached performance charts)
The failure of the pilot to ensure the aircraft contained enough fuel to complete the flight resulting in loss of engine power due to fuel exhaustion.
Source: NTSB Aviation Accident Database
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