20200817018289A

The flight was planned from the morrisville-stowe, Vermont (mvl) to the hancock county/bar harbor, Maine (bhb) airport. A front was moving into the departure area so the flight departed earlier than planned. Weather was not a factor for the duration of the trip. The pilot dipped the tanks and determined that there were 8 gallons of fuel. He added 7 for a total of 15 gallons. The aircraft was at maximum gross weight for take-off with this fuel load. The flight proceeded normally and over the waterville, ME (wvl) airport the pilot checked the fuel gauges which, although reportedly not reliable, were still actively showing fuel in the tanks. The flight was continued without a fuel stop. Nearing bhb an initial descent was made to 1500?MSL. When power was added to stop the descent the engine ?sputtered? (According to the pilot) and would not make power to support level flight. The pilot does not recall if he had activated the carb heat. Conditions were conducive at that time for carburetor icing. Post-accident investigation revealed that there was at least approximately one gallon of fuel available at the gascolator drain. More fuel undoubtedly departed the aircraft as it lay inverted in the bay for five days. The pilot stated that he had sumped the tanks before flight and that no water was present. There was a considerable amount of water in the right tank during the post-accident investigation which is normal considering the complete immersion of the aircraft.

The aircraft sustained substantial damage during the accident. The pilot stated that at the time of impact the windshield departed the aircraft. The water level was low due to a low tide and the bottom was rocky. The aircraft settled nose down and immediately flipped over (somersaulted) and sank inverted. The fuselage was completely immersed with only the landing gear and wheels above water. This is the point at which the occupants exited the aircraft.

Just prior to touchdown the passenger opened the right door. Neither occupant wore the installed shoulder harnesses but both did have lap belts on. Upon cessation of movement the pilot was able to unbuckle his seat belt. The passenger could not unbuckle her belt and the pilot accomplished this for her. Upon exiting the aircraft the passenger had to assist the pilot out. They were treading water without life vests and the water temperature was approximately 56 degrees fahrenheit. A nearby resident came to their aid with an inflatable motor boat and assisted them to shore where numerous emergency personnel had gathered. They suffered from shock, hypothermia, and minor bruises and scrapes.

Aircraft damage: the nose cone was crushed and the cowling and windshield had departed the aircraft. The left wing suffered leading edge and spar damage about half way out the wing due to a strong hit on the top of the wing, probably from an underwater rock. The right wing suffered a flattened leading edge but no other visible damage. The vertical fin was bent/broken at the tip but looked otherwise unharmed. There was significant corrosion due to electrolysis and immersion in seawater on numerous engine parts and brakes discs. Undoubtedly there was other damage due to full immersion in salt water for five days that was not visible.

The throttle was in the forward position, carb heat was off, fuel selector on, ignition on both, and the master switch was on. The aircraft had a current registration and airworthiness certificate in the cockpit. The annual was current per the 22 October 20919 logbook entry.