EAST HADDAM, CT, USA
N3385L
Cessna 185E
The airplane was on its first flight since recent maintenance from a previous accident in which the airplane was submerged under water. As the airplane climbed out the engine began to loose power and the pilot attempted a forced landing to a river. The airplane stalled and impacted the water nose down and sank. A test run of the engine was performed after the accident and no anomalies were noted. Inspection of the fuel injector distributor valve revealed fuel and water coming from under the diaphragm. An airworthiness directive was issued in 1986 to prevent power loss or engine stoppage due to water contamination of fuel system. The AD addressed the potential for trapped water in the wing fuel bladder due to wrinkles. The AD was complied with in 1989. Examination of the left wing revealed inward and upward crushing damage to the leading edge, from the wing root outward. The wing fuel bladder was inspected, and 5 wrinkles were found, about 8-12 inches in length and 1/4 inch high, that extended from the wing root, outward.
On June 23, 1999, about 1400 Eastern Daylight Time, a Cessna 185E, N3385L, was substantially damaged during a forced landing into the Connecticut River, after departure from the Goodspeed Airport, East Haddam, Connecticut. The certificated commercial pilot was seriously injured, and the certificated pilot mechanic received minor injuries. Visual meteorological conditions prevailed, and no flight plan was filed for the personal flight conducted under 14 CFR Part 91. During an interview, the pilot mechanic who performed the repair work on the airplane stated this was the first flight for the airplane since recent maintenance from a previous accident in June of 1998, in which the airplane was submerged under water. Prior to the maintenance, the airplane remained outdoors about 2-3 weeks after the accident, then it was positioned into an enclosed hanger, where it remained until June 10, 1999. The airplane was then removed from the hanger on a daily basis for the next two weeks to conduct test runs of the engine. On June 22, 1999, the airplane was taxied to a fuel pump located on the north end of the airport, fueled to capacity, and tied down outdoors. On the day of the accident, the airplane was pre-flight inspected by the pilot mechanic, and all fuel drains were sumped. About 1 quart of fuel was drained from each sump, and all samples were free of visual contaminates. The pilot mechanic decided that the fuel would be drawn from the left tank for the flight. The pilot mechanic, who was seated in the left front seat of the airplane, was not familiar with the make and model of airplane to be flown, and decided to bring along a second pilot, to act as pilot in command. It was agreed between the two pilots that the pilot mechanic would be at the controls for the flight. The airplane was taxied out to the departure end of Runway 14, and a full run-up of the engine was performed. The airplane was then taxied at high speed down the runway three times, reversing direction at each end of the runway. The airplane was then taxied into position for takeoff at the beginning of Runway 32. Power was applied, and the airplane began to roll down the runway. The airplane rotated about 1,500 feet down the runway, and climbed to about 25 feet above the ground. During the climb, the pilot mechanic noticed that the airplane was not performing as expected, and asked that the other pilot take the controls while he attempted to raise the landing gear. The pilot pushed the nose over and attempted a forced landing to a river that was located about 500 feet beyond the departure end of the runway. The airplane impacted the water in a nose down attitude, and flipped over. The airplane sank in about 10 feet of water, and came to rest on the riverbed inverted. The pilot mechanic did not recall the impact; however, he did recall a rush of water coming through the windshield of the airplane, and the cabin beginning to fill with water. Releasing his seat belt, the pilot mechanic fell to the ceiling of the cabin, and exited through the left cabin door window. On the surface, the pilot mechanic did not see the other pilot, and dove back under the water. He reached into the left cabin door window and pulled the pilot out of the wreckage, to the surface of the water. Work that was performed on the airplane by a maintenance facility after the first submersion in water included the removal, clearing, inspection, and reinstallation of all fuel lines. The fuel shut-off valve and gascolator were also removed, cleared, inspected, then reinstalled. The right tank fuel bladder was removed, and replaced with a new one. The left tank fuel bladder was filled to capacity, shaken, and drained completely about six times, then inspected. No anomalies were noted. A Federal Aviation Administration Inspector examined the wreckage on June 24, 1999. During the examination the oil system was drained, along with the removal of the lower spark plugs and valve covers, to verify valve train continuity. The ignition system and engine timing were also verified. The fuel injector distributor valve top was removed and revealed fuel and water coming from under the diaphragm. Water was also drained from the left wing fuel tank, fuel strainer, and the fuel line coming from the electric fuel pump. On June 25, 1999, the FAA Inspector witnessed the preparation and test run of the engine, which remained attached to the airframe. Mechanics prepared the engine for the test run by installing a temporary propeller and a separate fuel system. The engine started and ran normally with no interruptions. An Airworthiness Directive (AD), 84-10-01 Bladder Fuel Cells Revision 1, was issued on October 4, 1986, and complied with on February 16, 1989. The AD stated: "To prevent power loss or engine stoppage due to water contamination of fuel system, accomplish the following: (c) Within the next 50 hours time-in-service after the effective date of this AD, on all applicable airplanes, except models 190 and 195, conduct an inspection for fuel tank wrinkles in accordance with the following: (1) Drain the fuel tanks. (2) Note any wrinkles which retain fluid after draining. Remove diagonal wrinkles across the inboard rear corner in the vicinity of the fuel tank drain by installation of Cessna drain kit described in Service Letter SE84-9 dated March 23, 1984, or by replacement of the fuel bladder. Verify that no wrinkles exist in the tank sump drain area before returning the airplane to service. (3) If wrinkles are found in the tank bottom at a location other than diagonally across the inboard rear corner, determine the amount of fluid which is trapped by these wrinkles in accordance with the following: (i) Place the airplane in the normal ground (water) attitude. (ii) Service tank(s) with enough fuel to completely cover bottom of tank surface. Drain Tank and note any wrinkles which retain fuel." On November 9, 1999, examination of the left wing revealed inward and upward crushing damage to the leading edge, from the wing root outward. The wing fuel bladder was inspected, and 5 wrinkles were found, about 8-12 inches in length and 1/4 inch high, that extended from the wing root, outward.
The loss of engine power due to water in the fuel system.
Source: NTSB Aviation Accident Database
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