N12182
CESSNA 172M
The commercial pilot was conducting a personal overwater flight. The pilot reported that, while the airplane was in cruise flight at 10,500 ft mean sea level, the engine lost total power. The pilot's attempts to restart the engine were unsuccessful, and he subsequently ditched the airplane in the ocean about 5 miles from the nearest land mass. Search and rescue efforts were delayed about 2 hours after the airplane was reported overdue because air traffic control tower personnel erroneously reported that the airplane had arrived. The pilot, who was rescued about 3.5 hours after the ditching, sustained minor injuries. Examination of the engine revealed no evidence of preimpact failures or malfunctions that would have precluded normal operation. Recovery personnel reported that the fuel tanks were unbreached and that an undetermined amount of fluid consistent with aviation gasoline was in the fuel tanks. However, no fuel was found in the fuel strainer or carburetor. It could not be determined how much fuel remained in the fuel system at the time of the ditching.
HISTORY OF FLIGHT On December 22, 2014, about 1150 eastern standard time, a Cessna 172M, N12182, experienced a total loss of engine power during cruise flight, and subsequently ditched in the Atlantic Ocean near South Bimini, Bahamas. The commercial pilot sustained minor injuries and the airplane sustained substantial damage to the fuselage. Visual meteorological conditions prevailed and a defense visual flight rules (DVFR) flight plan had been filed for the flight, which departed from Chub Cay International Airport (MYBC), Chub Cay, Berry Island, Bahamas, about 1105, with an intended destination of Fort Lauderdale Executive Airport (FXE), Fort Lauderdale, Florida. The airplane was registered to and operated by Red Barn LLC under the provisions of 14 Code of Federal Regulations Part 91, as a personal flight. Under the provisions of Annex 13 to the Convention on International Civil Aviation and by mutual agreement, the Bahamian Air Accident Investigation & Prevention Unit (AAIPU) delegated the accident investigation to the government of the United States. The AAIPU did not designate an accredited representative to the investigation. According to a written statement provided by the pilot, while in cruise flight at 10,500 feet mean sea level over the Atlantic Ocean, the engine lost total power. He performed the emergency procedures as required, which included the application of carburetor heat, and activating the emergency locator transmitter. The engine would not restart, and the airplane was unable to reach land, and was subsequently ditched in the ocean about 5 miles from the nearest land mass. According to US Coast Guard video, the airplane was located at 1511 and the pilot was located at 1518. The video further revealed that the airplane's wings, tail, and engine section appeared to be intact; however, due to the distance between the airplane and the video camera specific details regarding the airplane's condition could not be observed. The airplane was recovered and transported to Ft. Pierce, Florida; however, prior to recovery of the airplane, the tail, seats, cabin doors, main landing gear tires, and propeller were removed, and were absent from the airplane. PERSONNEL INFORMATION According to Federal Aviation Administration (FAA) and pilot records, the pilot held a commercial pilot certificate with ratings for airplane single-engine land, multiengine land and instrument airplane. His most recent application for a FAA second-class medical certificate was dated December 5, 2014. The pilot reported that he had accrued approximately 850 total hours of flight experience, of which 600 hours were in the accident airplane make and model. AIRCRAFT INFORMATION The four-seat, high-wing, fixed-landing gear airplane, serial number 17261866, was manufactured in 1973. According to the FAA, maintenance records, and post-recovery examination, the airplane was powered by a Lycoming O-320-E2D 150-horsepower engine and driven by a McCauley model 1C160/CTM7553 fixed-pitch propeller. The airplane's most recent 100-hour inspection was completed on December 11, 2014, at a recorded hobbs time of 6,313.9 hours and a recorded tachometer time of 3,077.6 hours. Its most recent annual inspection was conducted on September 19, 2014. At the time of the 100-hour inspection, the airplane had accrued 9,720.6 total hours of operation. The Hobbs meter and tachometer were observed during the post-recovery examination and indicated 6,337.5 and 3,096.4 hours respectively, which correlated to a total airframe time in service of 9,771.8 hours and 729.9 hours since the engine's most recent overhaul. COMMUNICATION Although the pilot had filed and activated an International Civil Aviation Organization DVFR flight plan, no recorded communications were located between the flight and any FAA radar facilities. The flight plan indicated a proposed departure time from MYBC at 1600 coordinated universal time (UTC) (1100 local time) and indicated one hour en route. Information obtained from Lockheed Martin Flight Service Station revealed that the actual departure time was 1612 UTC (1112 local time). TESTS AND RESEARCH Examination of the wreckage was conducted by NTSB personnel. The tail section had been severed similar in appearance as having been cut, the doors, and the main landing gear tires had been removed, at some point prior to the recovery company recovering the airplane. During the recovery process a blue fluid, similar in color and smell to aviation gasoline was noted in the fuel tank; however, during the removal of the wings the fuel tank began emitting smoke. An undetermined amount of blue fluid spilled on the ground. Recovery personnel further reported that the fuel tanks were unbreached. During the engine examination, no fuel was found in the fuel strainer or carburetor. No abnormalities or malfunctions were noted that would have precluded normal operation. Detailed information on the post-recovery wreckage examination can be found in the "Airframe and Engine Examination" report located in the public docket for this accident. SURVIVAL ASPECTS After the airplane had not returned to its home base airport, the owner of the airplane contacted Lockheed Martin Flight Service Station (LMFSS) personnel to report it overdue. Immediately, LMFSS contacted the Air Traffic Control Tower (ATCT) at FXE to inquire if the airplane had arrived. About 1234, LMFSS was informed to call back in a few minutes. About 1237, LMFSS contacted FXE ATCT again, and was told that FXE ATCT would call them back. About 1240 FXE ATCT personnel contacted LMFSS and reported "he is here." About 1446 LMFSS contacted FXE ATCT again and was informed that ATCT had not seen the aircraft. No recorded radio transmissions were located in which the pilot declared an emergency or that he was ditching in the water. No recorded ELT (emergency locator transmitter) signal was located. ADDITIONAL INFORMATION Cessna 172M According to the Owner's Manual Section 2, "Fuel System," the fuel system was comprised of 2 fuel tanks, 1 located in each wing, for a total fuel capacity of 52 gallons of which 48 gallons were considered usable. The fuel from each wing tank flows, by gravity, to a selector valve. Depending upon the setting of the selector valve, fuel from the left, right, or both tanks flows through a fuel strainer and carburetor to the engine induction system." A search of nearby airports from where the airplane was based revealed fuel receipts for the accident airplane. A fuel receipt dated December 17, 2014, indicated that 4.2 gallons of fuel was uploaded into the airplane to "top all tanks" at that time. According to the Owner's Manual Chapter 6 "Cruise & Range Performance" chart, depending on the altitude flown and utilizing all 48 gallons of useable fuel the endurance range for the airplane would vary between 4.9 hours at 2,500 feet and 8.0 hours at 10,000 feet. FAA Order JO 7110.65V Chapter 10-3-3 "Information to Be Forwarded to RCC" provides specifics of the needed information. The chapter also includes a note which states "FSSs serve as the central points for collecting and disseminating information on an overdue or missing aircraft which is not on an IFR [instrument flight rules] flight plan. Non-FSS ATC facilities that receive telephone calls or other inquiries regarding these flights must refer these calls and inquiries to the appropriate FSS." CFR Part 91.509 "Survival equipment for overwater operations" Section (a) states, "no person may take off an airplane for a flight over water more than 50 nautical miles from the nearest shore unless that airplane is equipped with a life preserver or an approved flotation means for each occupant of the airplane." Video provided by the U.S. Coast Guard showed that while being rescued the pilot was wearing a life preserver.
The total loss of engine power for reasons that could not be determined because examination of the engine did not reveal any anomalies that would have precluded normal operation, which resulted in a subsequent ditching in the ocean.
Source: NTSB Aviation Accident Database
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