# NTSB ERA11LA037: Piper PA-31-350, N350RL, Aguadilla, PR, October 27, 2010 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: October 27, 2010, 17:40 local (21:40 UTC) - Place: Aguadilla, PR - Location: 18.4375° N, 67.1543° W: Placed by OpenAirDocs: center of Aguadilla, PR, within about 6 miles (OpenAirDocs) - NTSB coordinates: 18.747222, -67.347221 (estimated), outside the stated state - Nearby events: https://openairdocs.org/map.md?lat=18.4375&lon=-67.1543&mi=10 - Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping) - Defining event: [Enroute-cruise: Loss of engine power (partial)](https://openairdocs.org/ntsb-events/342) - Highest injury: No injuries - Injuries: 1 uninjured - Status: Completed, report July 21, 2011 - Report: Approved by Office Director - NTSB office: Eastern Region Aviation - Parties: FAA South Florida FSDO - NTSB case key (mKey): 77678 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ERA11LA037 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/77678/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=77678 - Page: https://openairdocs.org/ntsb/ERA11LA037 ## Probable cause The pilot's improper decision to ditch the airplane after a reported partial loss of engine power and overheat on one engine for undetermined reasons. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Action: unnecessary action](https://openairdocs.org/ntsb-findings/02041045): Personnel issues › Action/decision · Pilot (probable cause); cases with it: [Piper PA-31-350, 1 case](https://openairdocs.org/ntsb-findings/02041045/cases.md?model=7103110), [All aircraft, 52 cases](https://openairdocs.org/ntsb-findings/02041045/cases.md) - [Not determined](https://openairdocs.org/ntsb-findings/05000000): Not determined › Not determined · Unknown/Not determined (probable cause); cases with it: [Piper PA-31-350, 3 cases](https://openairdocs.org/ntsb-findings/05000000/cases.md?model=7103110), [All aircraft, 2,247 cases](https://openairdocs.org/ntsb-findings/05000000/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Enroute-cruise: Loss of engine power (partial)](https://openairdocs.org/ntsb-events/342) (defining event); cases with it: [Piper PA-31-350, 3 cases](https://openairdocs.org/ntsb-events/342/sequence.md?model=7103110), [All aircraft, 1,858 cases](https://openairdocs.org/ntsb-events/342/sequence.md) - [Emergency descent: Ditching](https://openairdocs.org/ntsb-events/441); cases with it: [Piper PA-31-350, 1 case](https://openairdocs.org/ntsb-events/441/sequence.md?model=7103110), [All aircraft, 186 cases](https://openairdocs.org/ntsb-events/441/sequence.md) ## Analysis The pilot stated he experienced a high temperature in the right engine and a partial loss of engine rpm while at 9,000 feet mean sea level in cruise flight. He requested and received clearance from air traffic control to descend and divert to another airport. He leveled the airplane at 2,500 feet and both engines were operating; however, the right engine experienced a loss of rpm which made it difficult to maintain altitude. The pilot reduced power in both engines, turned the fuel boost pump on, opened the cowl flaps and the engine continued to run with a low rpm. The pilot elected to ditch the airplane in the ocean, instead of landing as soon as practical at the nearest suitable airport, as instructed in the Pilot's Operating Handbook (POH). Additionally, he shut down the right engine before performing the troubleshooting items listed in the POH. He attributed his decision to ditch the airplane to poor single-engine performance and windy conditions. The wind at the destination airport was from 060 degrees at 6 knots and runway 8 was in use at the time of the accident. The airplane was not recovered. ## Factual narrative On October 27, 2010, at 1740 Atlantic standard time, a Piper PA-31-350, N350RL, registered to N350RL LLC, experienced a high temperature in the right engine and a partial loss of engine rpm while on an instrument flight plan in visual meteorological conditions, at 9,000 mean sea level (msl). The certificated commercial pilot requested and received clearance from San Juan Center to divert to Rafael Hernandez Airport (TJBQ), Aguadilla, Puerto Rico. The pilot elected to ditch in the Atlantic Ocean about 2.6 nautical miles east of the airport. The personal flight was operated in accordance with Title 14 Code of Federal Regulations Part 91, and the pilot was not injured. The flight departed from Punta Cana (MDPC), Dominican Republic at 1704, en-route to Fernando Luis Ribas Dominicci Airport (TJIG), San Juan, Puerto, Rico. The pilot stated that after loss of engine power and descending to 2,500 feet msl, he was handed-off to Borinquen Tower about 3 to 4 miles from the airport. Both engines were operating; however, the loss of rpm on the right engine made it hard to maintain altitude. He shut the right engine down and continued flying the airplane at 108 knots. He did not declare an emergency and informed the tower that he was going into the water. When asked why he elected to ditch the airplane instead of continuing to the airport, the pilot stated because of poor single-engine performance and windy conditions. Review of transcripts between the pilot and the control tower revealed the pilot was instructed to enter a modified left base at 1731 for runway 8. The winds were reported at 060 degrees at 6 knots. The pilot informed the controller that he had an overheat condition and that he would continue to the airport. At 1736, the pilot informed the controller the right engine had quit. He further stated he was unable to continue to the airport that he was going down in the water. A Coast Guard helicopter arrived on scene at 1742, and picked up the pilot at 1753. The insurance company for the registered owner informed the general adjuster representing the registered owner that they were not going to attempt to recover the airplane wreckage. Review of the PA-31-350 Pilot's Operating Handbook (POH) states in Section 3 Emergency procedures, paragraph 3.9 ENGINE ROUGHNESS, "If an engine falters or runs erratically, the cause maybe fuel flow interruption, fuel contamination, icing or air starvation, or ignition problems. If roughness occurs, turn the emergency fuel pumps ON. Scan the instruments to see if the cause can be determined. Adjust the mixture controls for maximum smoothness; if the mixture is too rich or too lean, engine roughness may result. Open the alternate air control; a blocked induction system can cause roughness. If cylinder head temperatures are too high or too low, adjust the cowl flaps as required." It further states, "If the problem is in the fuel system, selecting another tank containing fuel may remedy the situation. A check of themagnetos will determine if they are operating properly." A WARNING in the POH states, "If either the right or left fuel flow warning light illuminates and the fuel gauge indicates fuel remaining in the corresponding inboard tank, this will indicate a malfunction of the flapper door in the inboard tank. Immediately select the outboard tank or select cross feed to avoid fuel flow interruptions." Paragraph 3.11 ENGINE OVERHEAT states, "If engine temperatures becomes excessive, open the cowl flaps. Enriching the mixture and reducing power will also reduce engine temperature. If a more rapid reduction of engine temperature is desired, increase the airspeed by establishing a shallow dive." According to a subsequent written statement from the pilot, after informing air traffic control about the engine overheat, he reduced power in both engines, turned the fuel boost on and opened the cowl flaps. The right engine continued to run with a low rpm. He further stated he did not observe a red fuel warning light illuminate. The pilot elected to ditch the airplane instead of landing as soon as practical at the nearest suitable airport as stated in the POH in Section 3 Engine Failure During Flight (Above 76 KIAS). ## Aircraft - Registration: [N350RL](https://openairdocs.org/deregistered/N350RL-2012-07-09), registration cancelled 2012-07-09, S/N 31-8252049, built 1981 (OpenAirDocs) - Reported make and model: PIPER PA-31-350 - Registry model: [Piper PA-31-350](https://openairdocs.org/model/piper-pa-31-350) (registry code 7103110) (OpenAirDocs) - Registry engine: [Lycoming TI0-540 series](https://openairdocs.org/engine/lycoming-ti0-540-series) (registry code 41533, turbo-prop) (OpenAirDocs) - Category: Airplane - Serial number: 31-8252049 - Airframe hours: 4736 - Engines: LYCOMING TIO-540 SER 310 horsepower reciprocating; LYCOMING TI0-540 SER 310 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Operator: Jose A. Chanza - Registered owner: N350rl LLC - Airworthiness certificate: Standard, Normal - Last inspection: Annual, July 21, 2010, 58 hours before - Departed: MDPC, Punta Cana - Destination: TJIG, San Juan, PR - Flight plan: IFR ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 34; injuries: none; commercial, flight instructor; airplane ratings: single-engine land, multi-engine land; instrument ratings: airplane; medical: class 1, without waivers/limitations; last flight review August 13, 2010; seat: left; flight hours: 1,902 total, 38 in this make and model, 1,827 as pilot in command, 66 in the last 90 days, 33 in the last 30 days ## Weather - Conditions: Visual (VMC), Day - Wind: 50° at 16 knots, gusting 20 - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 86 °F, dew point 73 °F - Altimeter: 29.89 inHg - Observed at: TJBQ, 3 nm away ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 20101027049099A](https://openairdocs.org/incident/20101027049099A), Oct 27, 2010: Piper PA-31-350, Aguadilla, PR, Substantial damage. On October 27, 2010, at 18:00 atlantic standard time, a call was received from the federal aviation administration regional operations center (FAA roc)… ## Docket (10 files) The files NTSB released with the investigation on June 13, 2011, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=77678. 1.8 MB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 339 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40338713&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Redacted.PDF - Email corrections and additions to pilot statement (item 2, .PDF, 99 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40338714&FileExtension=.PDF&FileName=Email%20corrections%20and%20additions%20to%20pilot%20statement-Redacted.PDF - Statement of Coast Guard Rescue Pilot (item 3, .PDF, 27 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40338561&FileExtension=.PDF&FileName=Statement%20of%20Coast%20Guard%20Rescue%20Pilot-Redacted.PDF - Transcript of Communications (item 4, .PDF, 227 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40340601&FileExtension=.PDF&FileName=Transcript%20of%20Communications-Master.PDF - Insurance Adjuster Email (item 5, .PDF, 29 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40338914&FileExtension=.PDF&FileName=Insurance%20Adjuster%20Email-Redacted.PDF - Coast Guard Report (item 6, .PDF, 178 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40340602&FileExtension=.PDF&FileName=Coast%20Guard%20Report-Redacted.PDF - Flight Track Log (item 7, .PDF, 154 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40338628&FileExtension=.PDF&FileName=Flight%20Track%20Log-Master.PDF - Fuel Slip (item 8, .PDF, 213 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40338629&FileExtension=.PDF&FileName=Fuel%20Slip-Redacted.PDF - Extract Airplane Log Books (item 9, .PDF, 175 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40338607&FileExtension=.PDF&FileName=Extract%20Airplane%20Log%20Books-Redacted.PDF - Extract POH (item 10, .PDF, 322 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40340603&FileExtension=.PDF&FileName=Extract%20POH-Master.PDF From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.