# NTSB ERA16LA103: Piper PA 28-161, N8466G, Miami, FL, February 2, 2016 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: February 2, 2016, 11:34 local (16:34 UTC) - Place: Miami, FL - Coordinates: 25.900833, -80.121109 - Nearby events: https://openairdocs.org/map.md?lat=25.9008&lon=-80.1211&mi=10 - Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping) - Defining event: [Enroute: Loss of engine power (partial)](https://openairdocs.org/ntsb-events/342) - Highest injury: No injuries - Injuries: 2 uninjured - Status: Completed, report September 1, 2016 - Report: Approved by Office Director - NTSB office: Eastern Region Aviation - Parties: FAA/FSDO - NTSB case key (mKey): 92683 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ERA16LA103 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/92683/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=92683 - Page: https://openairdocs.org/ntsb/ERA16LA103 ## Probable cause A partial loss of engine power for reasons that could not be determined because postaccident examination of the airplane revealed no mechanical anomalies that would have contributed to the power loss. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Not determined](https://openairdocs.org/ntsb-findings/05000000): Not determined › Not determined · Unknown/Not determined (probable cause); cases with it: [Piper PA-28-161, 14 cases](https://openairdocs.org/ntsb-findings/05000000/cases.md?model=7102803), [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: Loss of engine power (partial)](https://openairdocs.org/ntsb-events/342) (defining event); cases with it: [Piper PA-28-161, 13 cases](https://openairdocs.org/ntsb-events/342/sequence.md?model=7102803), [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-28-161, 2 cases](https://openairdocs.org/ntsb-events/441/sequence.md?model=7102803), [All aircraft, 186 cases](https://openairdocs.org/ntsb-events/441/sequence.md) ## Analysis The private pilot was flying over the ocean and just off the coast when an air traffic controller asked him to descend to 500 ft. The pilot reduced engine power and applied carburetor heat until he reached the assigned altitude, and he then attempted to increase engine power and level off; however, even with the throttle full forward, the engine power remained at its previous setting. The pilot attempted to resolve the situation, but he was unable to maintain altitude and ditched the airplane in the ocean Although weather conditions were conducive to serious icing at glide power, the pilot had applied carburetor heat during the descent which should have melted any carburetor ice during the descent. A postaccident examination of the airframe and engine revealed no evidence of mechanical malfunctions or failures that would have precluded normal operation. The cause for the partial loss of engine power could not be determined. ## Factual narrative On February 2, 2016, at 1134 eastern standard time, a Piper PA-28-161, N8466G, ditched in the Atlantic Ocean off the coast of Miami, Florida, after a partial loss of engine power. The private pilot and the pilot-rated passenger were not injured. The airplane sustained substantial damage to the wings and the fuselage. The airplane was registered to a private company and operated by Airborne Career Academy, Fort Lauderdale, Florida, as a Title 14 Code of Federal Regulations Part 91 personal flight. Visual meteorological conditions were reported at the time of the accident, and no flight plan was filed for the flight that departed the Florida Keys Marathon Airport (MTH), Marathon, Florida, about 1100, and was destined for the Fort Lauderdale Executive Airport (FXE), Fort Lauderdale, Florida.The flight originated at FXE earlier that day. The pilot stated that when he performed the engine run-up before departure, he noted that the right magneto had a higher drop in rpm than normal. He leaned the mixture and let the engine run for about a minute before he tested the magneto again. This time the magneto had the normal drop and the pilot subsequently departed for MTH. The flight was uneventful. The pilot said that on the flight back to FXE, air traffic control instructed him to descend 500 ft, so he reduced power and turned the carburetor heat on. When he reached 500 ft, the pilot tried to increase engine RPM, but there was no response even when full throttle was applied. He switched fuel tanks and "jockeyed" the throttle a few times, but to no avail. The pilot was unable to maintain altitude and made a forced landing in the ocean about 100 ft offshore in about 15 ft of saltwater. The airplane was towed to a boat ramp and recovered. Examination of the airplane revealed it had sustained substantial damage to the fuselage and both wings. The ignition key was found in the "both" position, the fuel selector was set to the "right" tank, the throttle and mixture were full forward, and the carburetor-heat control was in the full "on" position. The left and right wing fuel tanks were contaminated with salt water and a fuel total for each tank could not be determined. The pilot reported there was about 17 gallons of fuel in each tank when they departed MTH. The engine remained attached to the airframe. The two-bladed propeller appeared undamaged and the engine was free to rotate. When the propeller was rotated, compression and valve train continuity were established to each cylinder. Engine timing was established on the left magneto, but not on the right magneto due to damage. Both magnetos were removed and disassembled. Each was filled with sand and had some salt water corrosion. Once the corrosion was removed from the right magneto's points, they opened and closed normally. No pre-accident mechanical anomalies were noted that would have precluded normal operation of the engine. Weather at Miami-Opa Locka Executive Airport (OPF), Opa Locka, Florida, about 20miles west of the accident site, at 1125, was reported as wind from 120 degrees at 15 knots, visibility 10 miles, few clouds at 2,100 ft, overcast 3,100 ft, temperature 81 degrees F, dewpoint 66 degrees F, and a barometric pressure setting of 30.11 inches Hg. A Federal Aviation Administration-published Carburetor Icing Chart revealed a potential for serious icing at glide engine power settings, given the reported temperature and dew point conditions. The pilot held a private pilot certificate with a rating for airplane single-engine land. His last FAA second-class medical certificate was issued on July 31, 2015, with no limitations. The pilot reported a total of 86 flight hours, of which all 86 hours were in the same make/model as the accident airplane. ## Aircraft - Registration: [N8466G](https://openairdocs.org/deregistered/N8466G-2016-06-02), registration cancelled 2016-06-02, S/N 28-8216064, built 1981 (OpenAirDocs) - Reported make and model: PIPER PA 28-161 (161) - Registry model: [Piper PA-28-161](https://openairdocs.org/model/piper-pa-28-161) (registry code 7102803) (OpenAirDocs) - Registry engine: [Lycoming 0-320 series](https://openairdocs.org/engine/lycoming-0-320-series) (registry code 41508, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 28-8216064 - Year built: 1981 - Airframe hours: 19483 - Engines: LYCOMING O-320 160 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Operator: Airborne Career Academy - Registered owner: Growl Aircraft Inc - Airworthiness certificate: Standard, Normal - Last inspection: 100 hour, October 29, 2015, 31 hours before - Departed: MTH, Marathon, FL - Destination: FXE, Ft. Lauderdale, FL - Equipment: Electronic flight bag or handheld device ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 20; injuries: none; private; airplane ratings: single-engine land; medical: class 2; last flight review January 25, 2016; seat: left; restraint: 3-point; flight hours: 86 total, 86 in this make and model, 30 as pilot in command, 84 in the last 90 days, 48 in the last 30 days, 4 in the last 24 hours - Pilot-rated passenger; age 24; injuries: minor; private; airplane ratings: single-engine land; medical: class 1; last flight review January 19, 2016; seat: right; restraint: 3-point; flight hours: 175 total, 96 in this make and model, 137 as pilot in command, 71 in the last 90 days, 56 in the last 30 days, 4 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 120° at 15 knots - Visibility: 10 statute miles - Lowest ceiling: 3,100 ft overcast - Temperature: 81 °F, dew point 66 °F - Altimeter: 30.11 inHg - Observed at: OPF, 20 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 20160202001149A](https://openairdocs.org/incident/20160202001149A), Feb 2, 2016: Piper PA-28-161, Maimi Beach, FL, Destroyed. Aircraft N8446G had a planned VFR cross county flight with 2 private pilots on board that departed fort lauderdale executive (fxe) airport to Florida keys… ## Docket (6 files) The files NTSB released with the investigation on June 28, 2016, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=92683. 2.9 MB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 1.8 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40441729&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Master.PDF - Written Statement - Pilot (item 2, .PDF, 146 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40441730&FileExtension=.PDF&FileName=Written%20Statement%20-%20Pilot-Master.PDF - FAA Inspector's Written Statement (item 3, .PDF, 79 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40441731&FileExtension=.PDF&FileName=FAA%20Inspector%27s%20Written%20Statement-Master.PDF - Release of Aircraft Wreckage, NTSB Form 6120.15 (item 4, .PDF, 89 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40441732&FileExtension=.PDF&FileName=Release%20of%20Aircraft%20Wreckage,%20NTSB%20Form%206120.15-Master.PDF - Carburetor Icing Probability Chart FAA/DOT (item 5, .PDF, 218 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40441733&FileExtension=.PDF&FileName=Carburetor%20Icing%20Probability%20Chart%20FAA%2FDOT-Master.PDF - Photos (item 6, .PDF, 3 photos, 568 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40441734&FileExtension=.PDF&FileName=Photos-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.