ERA15LA151

According to the commercial pilot, before departing for the personal flight, he had the airplane fueled with a total of 50 gallons of 100LL aviation fuel (25 gallons of fuel in each wing tank). He then performed an engine run-up and noted that all parameters were "normal." After the airplane became airborne, it obtained a positive climb rate of 500 ft per minute. When the airplane reached about 300 ft above ground level, the right engine experienced a total loss of power. The pilot subsequently feathered the propeller but noticed that the airplane was unable to maintain altitude, so he performed an emergency landing to a lagoon. A postaccident examination of the right engine confirmed crankshaft continuity; however, two of the four cylinders exhibited low compression ratios. The right engine-driven fuel pump, carburetor, and fuel selector were disassembled and examined, and corrosion was noted in all of the components. It could not be determined if the corrosion was a result of the airplane being submerged in salt water after the accident or if it was present before the accident. Wreckage examination and component testing did not reveal a mechanical reason for the partial power loss. The reported weather conditions were conducive to serious carburetor icing at glide power; however, the engine was operating at a high power setting for takeoff; therefore, it is unlikely that carburetor ice caused the total loss of engine power.

On March 9, 2015, about 1200 Atlantic daylight time, a Piper PA-23-250, N1153P, was substantially damaged when it impacted a lagoon after the right engine experienced a total loss of power during initial climb near San Juan, Puerto Rico. Visual meteorological conditions prevailed and a visual flight rules flight plan was filed for the personal flight. The commercial pilot and one passenger were not injured. The flight was conducted under the provisions of Title 14 Code of Federal Regulations Part 91. The flight departed Fernando Luis Ribas Dominicci Airport (SIG), San Juan, Puerto Rico, around 1200, with the intended destination of Cyril E. King Airport (STT), St. Thomas, United States Virgin Islands. According to the pilot, he had the airplane fueled so that there was a total of 50 gallons of 100LL aviation fuel in the airplane, 25 gallons of fuel in each wing. He then performed an engine run up and all parameters were "normal." The airplane departed runway 09, the pilot obtained a positive rate of climb of 500 feet per minute, and an indicated airspeed of 105 mph. About 300 feet above ground level, the right engine experienced a total loss of power. The pilot identified the loss of power in the right engine and feathered the propeller. Subsequently, he noticed that the airplane was unable to maintain altitude and looked for a place to land the airplane. He identified that the safest place to land the airplane was the lagoon off to the right and maneuvered the airplane to perform an emergency landing in the water. During the final approach to the water, the pilot put the mixture for the right engine in the "off" position and shut down the left engine. After impacting the water, the pilot and passenger egressed the airplane without injury and the airplane became submerged in the lagoon. According to witnesses, they heard the airplane "sputter" and "pop," then the engine went quiet. They then looked up, saw grey smoke coming from the right engine, and noticed that the airplane banked toward the lagoon. The airplane continued toward the lagoon and they lost sight of it as it flew behind a building. According to Federal Aviation Administration records, the airplane was manufactured in 1956 and registered to an individual in 2008. It was powered by two Lycoming O-320 150-hp engines. According to the airplane maintenance records, the most recent annual inspection was signed off on June 26, 2014. The right engine recorded a time of 735.5 hours since overhaul at the time of the annual inspection. The entry further indicated that compression testing was done on all cylinders and results were recorded as Cylinder Nos. 1, 2, and 4 at 72/80 and Cylinder No. 3 at 70/80. In addition, a fuel receipt was located that was dated March 9, 2015, which noted 30 gallons of fuel was purchased for the accident airplane. The airplane was recovered from the lagoon and a postaccident examination, conducted on March 16, 2015 of the engines revealed that crankshaftcontinuity was confirmed on both engines. In addition, a compression test was performed on the right engine and it did not have compression in the Nos. 2 and 4 cylinders. In addition, the right engine ignition system and fuel system were visually checked with no damage noted. The right engine driven fuel pump was removed and no anomalies were noted. Furthermore, a differential tester was used on the right engine, the following day, and found that the compression ratio was 60/80 in cylinder No. 1, 10/80 in cylinder No. 2, 60/80 in cylinder No. 3, and 10/80 in cylinder No. 4. The right carburetor, fuel selector, and shut-off valves were removed during the engine examination and evidence of 100LL aviation fuel was noted. The right carburetor was disassembled and the finger screen, main jet, and needle valve all exhibited corrosion. The butterfly valve operated without anomaly and the float was removed with corrosion noted on it. In addition, liquid was noted in the float chamber with an odor similar to ocean water. The engine driven fuel pump was disassembled and corrosion was noted on the fuel screen. Also, an odor similar to 100LL aviation fuel was noted. The fuel gascolator was disassembled and corrosion was noted in the bowl and no fuel screen was located inside the gascolator. The main fuel shut off valve was in the "ON" position and there were no blockages noted. The right fuel tank selector was the in forward position, with the "main" tank selected. Also, the right fuel selector guard was engaged. The airframe fuel system was not thoroughly examined by FAA inspectors after the accident. A review of recorded data from the Fernando Luis Ribas Dominicci Airport (SIG), San Juan, Puerto Rico, automated weather observation station, revealed that around the time of the accident wind was 110 degrees at 12 knots, 10 miles visibility, scattered clouds at 3,000 feet above ground level, temperature 26 degrees C, dewpoint 21 degrees C, and an altimeter setting of 30.13 inches of mercury. The carburetor icing probability chart from FAA Special Airworthiness Information Bulletin (SAIB): CE-09-35 Carburetor Icing Prevention, June 30, 2009, shows a probability of serious icing at glide power at the temperature and dew point reported at the time of the accident.