ERA10LA426

According to the pilot, during cruise flight the airplane's engine lost power and he was unable to restart it. He subsequently ditched the airplane in the Gulf of Mexico. He reported that the airplane had been refueled on the morning of the accident; however, documentation from the fixed base operator revealed that the most recent refueling of the airplane was the day prior. After ditching, the airplane sank and was not recovered.

On August 14, 2010, approximately 2139 eastern daylight time, a Cessna 172N, N44WH, registered to Gulf Atlantic Airways, ditched in the Gulf of Mexico, following a loss of engine power. Night visual meteorological conditions prevailed and the flight was operated on an instrument flight rules (IFR) flight plan. The certificated commercial pilot sustained minor injuries. The personal flight departed Bartow Municipal Airport (BOW), Bartow, Florida and was destined for Key West International Airport (EYW), Key West, Florida. The personal flight was conducted under the provisions of 14 Code of Federal Regulations Part 91. According to a written statement from the pilot, the flight originated from the Gainesville Regional Airport (GNV), Gainesville, Florida around noon on the day of the accident, flew to BOW and then departed "around sunset." Approximately 50 miles from EYW the engine "lost power at 7,000 feet" and he was unable to restart it, the airplane impacted the water, nosed over, and sank. During the flight the pilot reported that he had deviated around weather. He further reported that the airplane's fuel tanks had been "topped off" in GNV the morning of the accident. According to information provided by a specialist at the Federal Aviation Administration (FAA) Miami Air Route Traffic Control Center, the pilot deviated to the right of course to pass an area of weather by 5 miles. The deviation was about 15 minutes prior to the ditching. According to the fixed base operator at GNV, the airplane was last refueled on August 13, 2010 with 14.1 gallons of avgas. According to documentation provided by Lockheed Martin Flight Service Station personnel, the pilot contacted them and filed a flight plan at 1950. The pilot reported at that time approximately 4:00 hours of fuel on board, the estimated time enroute was 1 hour 30 minutes, and that his proposed departure time was at 1959. According to FAA records the pilot, age 33, held a commercial pilot certificate with ratings for airplane single-engine land, airplane multiengine land, and instrument airplane. His most recent FAA first-class medical certificate was issued on October 6, 2008. The pilot indicated 2,000 total hours of flight experience and 100 total hours of flight experience in the accident aircraft make and model. According to maintenance records the airplane and engine's most recent 100-hour inspection was completed on June 29, 2010. At the time of the entry the tachometer indicated 12,508.0 total hours in service and the engine had 590 hours since overhaul. The 2153 recorded weather observation at EYW, included winds from 040 degrees at 4 knots, clear skies, temperature 30 degrees C, dew point 26 degrees C, and an altimeter setting of 30.00 inches of mercury. At the time of this writing the airplane wreckage had not been recovered.