LAKE HOPATCONG, NJ, USA
N2159Z
Piper PA-44-180
While at 3,000 feet with both engines operating at cruise power, the instructor induced an engine failure by moving the left fuel-selector to 'OFF.' The student asked the instructor if he wanted him to 'shut down the engine.' The instructor answered no. The student then verbalized the necessary steps for securing an engine, finishing with 'right engine to crossfeed.' After a couple of minutes, the instructor noticed that the right fuel selector was actually between 'OFF' and 'CROSSFEED.' The instructor returned the left and right fuel selectors to 'ON,' and approximately 30 to 40 seconds later both engines lost power. Several unsuccessful restarts were attempted, and the instructed executed a forced landing to a lake. The airplane touched down and both occupants exited under their own power. The airplane was recovered and both engine were examined and then run. During the examination and engine runs, no preimpact failures or malfunctions were identified. In addition, each fuel selector had three position, 'ON,' 'OFF,' and 'CROSSFEED.' To move a selector from 'ON' to 'CROSSFEED,' the selector had to be moved aft through the 'OFF' position.
HISTORY OF FLIGHT On August 25, 2000, about 1215 Eastern Daylight Time, a Piper PA-44-180, N2159Z, was substantially damaged when the pilot ditched the airplane into Lake Hopatcong, New Jersey, after a loss of power on both engines. The certificated flight instructor received serious injuries, and the student received minor injuries. Visual meteorological conditions prevailed for the local instructional flight that departed Caldwell Airport, Fairfield, New Jersey. No flight plan was filed, and the flight was conducted under 14 CFR Part 91. According to the flight instructor, after completing the preflight inspection, he and the student reviewed the checklist to insure nothing was missed. They then boarded the airplane, with the student occupying the left seat. Since the student was scheduled to take his commercial airplane-multi-engine checkride the next day, the instructor just watched as the student used the checklist to start the engines. Both engines started on the first attempt, and the student taxied the airplane short of Runway 27, to complete the run-up checks. With both the left and right engines approximately 2,000-rpm, the student checked the magnetos, and observed about a 125-rpm drop for each one. The student then taxied onto the runway and advanced the throttles for takeoff. During the takeoff roll, the instructor induced two separate engine failures by securing the engine mixture control for the left and then the right engine. After completing the second engine failure, the airplane was configured for departure, and the student executed a normal takeoff. Once airborne, he made a 20-degree turn to the right to avoid another airport's class "D" airspace, and climbed to a cruise altitude of 3,000 feet. Once at cruise altitude, with both engines operating approximately 2,300-rpm, the instructor induced an engine failure by moving the left fuel-selector to "OFF." Engine power was lost, and the student asked the instructor if he wanted him to "shut down the engine." The instructor answered no. The student then verbalized the necessary steps for securing an engine, finishing with "right engine to crossfeed." The instructor does not remember seeing the student move the right engine fuel-selector to crossfeed, adding that he did not expect him to, just verbalize it. After allowing the student to fly the airplane on one engine for a couple of minutes, the instructor looked at the fuel selectors. At this point, he realized the right fuel selector was actually between "OFF" and "CROSSFEED." The instructor advised the student that he was returning the left and right fuel selectors to "ON." The instructor moved the fuel selectors to "ON," the student reported power on the left engine, and the instructor removed his hand from the selectors. Approximately 30 to 40 seconds after placing both fuel selectors to "ON," the instructor felt a "sputter" and both engines lost power. The instructor immediately checked the fuel-selectors to insure both engines were in the "ON" position. He then attempted to restart the engines. Unable to start either engine, the instructor took control of the airplane, so he could focus on executing a forced landing, and instructed the student to continue trying to restart the engines. At some point during the descent, the instructor identified a lake and setup to ditch. While on short final, the instructor identified a boat in the landing area. To avoid a collision, the instructor aborted the approach, and circled for a second attempt. He found a clear area on the lake, but was "very low," and remembered lifting the nose of the airplane to avoid some trees. As he cleared the trees, he opened the door, put both fuel selectors to "OFF," and instructed the student to exit the airplane after impact. The instructor held the airplane off the water as long as possible, and remembers the student saying, "I think I'm getting her back," just before impact. The airplane impacted the water, came to a stop, and both occupants exited before it sank. Once in the water, the instructor and student were rescued by two boaters, taken ashore where emergency personnel attended to their injuries, and transported them to a local hospital. A witness, who was relaxing on the beach approximately 3,500 feet from were the airplane ditched, stated that she heard the airplane fly over head and then "get quite," which caught her attention. She looked up, and saw the airplane in a left turn, approximately 600 feet agl. The airplane continued to descend, and then leveled a few feet over the lake, "like a floatplane conducting a water landing." The airplane contacted the water, and spun 180 degrees to the right. The witness saw one individual exit the airplane, and then she went to report the accident. The accident happened during the hours of daylight. The wreckage was located 10 feet under water at 40 degrees, 57.650 minutes north latitude, 74 degrees, 38.097 minutes west longitude, and 928-feet elevation. PERSONNEL INFORMATION The instructor held a commercial pilot certificate with ratings for airplane single-engine-land, multi-engine-land, and airplane instrument. In addition, he held a certified flight instructor rating for airplane single-engine-land, multi-engine-land, instrument, and ground instructor. His last Federal Aviation Administration (FAA) first class medical certificate was dated April 25, 2000. According to the NTSB Form 6120.1/2, the pilot had 1,381 hours of total flight experience with 178 hours of that providing flight instruction in the accident airplane make and model. The pilot's last flight review was July 8, 1999, and was conducted in a Beechcraft BE-76. The student held a commercial pilot certificate with ratings for airplane single-engine-land, and airplane instrument. In addition, he held a certified flight instructor certificate with ratings for airplane single-engine-land, and airplane instrument. His last FAA second class medical certificate was dated September 30, 1999. According to the NTSB Form 6120.1/2, the student had 1,538 hours of total flight experience with 4 hours of that in the accident airplane make and model. The student's last flight review was May 6, 1999, and was conducted in a Piper PA-28R. WRECKAGE AND IMPACT INFORMATION The airplane was recovered the day of the accident. Once on shore both fuel tanks were examined. The left and right tanks had approximately 50 gallons of fuel, and both fuel selectors were in the "OFF" position. To recover the airplane, both wings where removed outboard of the fuel tanks, and the tail was removed approximately 20-inches aft of the wings. The airplane was then transported to Caldwell, New Jersey, and secured in a hangar for examination the next day. TEST AND RESEARCH On August 26, 2000, both fuel-sumps were drained and found absent of contamination. Both carburetor-drains were opened and approximately 3-ounces of water was drained from each. The left engine oil-drain was opened, and approximately 2.5 quarts of water was removed. The right engine oil-drain was opened, and approximately 4 quarts of water was removed. All eight Sparkplugs for both engines were removed, and found absent of debris. They were then dried with compressed air, and reinstalled. Electrical power was applied to the airplane, the left fuel selector was place to the "ON" position, and the left fuel-boost-pump was turned "ON." The pump activated, and fuel flowed from the left carburetor drain. The fuel selector was moved to "OFF," and the flow stopped. The left fuel selector was then moved to "CROSSFEED," and again, fuel began to flow from the drain. The same procedure was preformed on right fuel system with the same results. The airplane was removed from the hangar, and an engine run was attempted. Both the left and right engines fired, but neither would continue to run. Sparkplugs from the left and right engines were removed, and found contaminated with water. In addition, the right engine dual-magneto-cover was opened and water drained out. The airplane was then placed back in the hangar, so the engines and accessories could dry. On August 27, 2000, another ounce of water was drained from both the left and right engine-oil sumps. In addition, fuel was placed in each cylinder, and compressed air was applied to remove any remaining water. The sparkplugs were reinstalled, and the airplane was removed from the hangar. After two attempts to start the right engine, it started, and ran smoothly. The engine was run approximately 8-minutes at 2,000 rpm, before being secured. After letting the right engine cool for about 1-minute, another attempt was made to start it. The starter was engaged, and the right engine started on the first attempt. This engine run lasted about 2 minutes, and again the engine ran smoothly. Four attempts were made to start the left engine without successes. The left engine dual-magneto-cover was then removed, and water drained out. Contact cleaner was applied to the magneto, and the cover was reinstalled. On the next attempt, the left engine started, and ran smoothly. With the left engine running, the right engine was started. The throttles for both engines were advanced, and the engines responded. With the engines operating smoothly at 2,000 rpm, a magneto check was preformed on the left engine, and then the right engine. In both cases, engine rpm dropped approximately 75 rpm, and the engines continued to operate smoothly. Next, the fuel selector for the left engine was placed to "CROSSFEED," and the left fuel-boost pump was turned "OFF." The left engine continued to run smoothly. The left engine fuel selector was then placed to "OFF." After 1-minute and 10-seconds, the engine started to run rough. The left fuel selector was placed back to "ON," the left fuel-boost pump was turned "ON," and the engine smoothed out. The fuel selector for the right engine was then placed in "CROSSFEED," and the right fuel-boost pump was turned "OFF." The right engine continued to run smoothly. The right engine fuel selector was then placed to "OFF." After 1-minute and 6-seconds, the engine started to run rough. The right fuel selector was placed back to "ON," the right fuel-boost pump was turned "ON," and the engine smoothed out. The left and right fuel selectors were then placed to "CROSSFEED," and both fuel-boost pumps were selected to "OFF." The engines continued to operate smoothly. Because of impact damage to the left and right engine propellers, engine rpm was limited to 2,000-rpm, and the propeller levers were not moved during the engine runs. ADDITIONAL INFORMATION According the pilot's operator handbook, there are two fuel selectors in the airplane, one for each engine. Both selectors are collocated between the two front seats. Each fuel selector had three position, "ON," "OFF," and "CROSSFEED." The "ON" position was all the way forward. To move a selector from "ON" to "CROSSFEED," the selector had to be moved aft through the "OFF" position. The entire wreckage was released to the owner's representative on August 27, 2000.
The flight instructor's improper placement of both fuel-selector switches, which resulted in a total loss of engine power on both engines.
Source: NTSB Aviation Accident Database
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