LAX96FA082

While descending on an over water flight, engine rpm dropped to flight idle. After checking the mixture and fuel selector to no avail, the pilot ditched the aircraft. The icing probability graph showed the aircraft was in conditions conducive to carburetor icing. The carburetor heat control handle and valve were found in the off (cold) position.

History of flight

On December 26, 1995, at 1704 hours Pacific standard time, a Cessna 152, N53321, ditched and sank in the Pacific ocean while on descent to Daugherty Field, Long Beach, California. Neither the pilot nor his passenger were injured. The aircraft was operated by Jack's Aircraft, Long Beach, California, and was rented by the pilot for a personal flight. The flight originated in Long Beach at 1650 on the day of the accident. Visual meteorological conditions prevailed at the time and no flight plan had been filed.

The pilot reported that he and his passenger departed for an over water flight in the vicinity of Catalina Island, California. On the return portion of the flight he descended from 3,000 to 1,500 feet msl and was approaching the coastline when he noticed the smell of oil and a slight engine vibration. When the engine rpm dropped from 2,400 rpm to about 1,300 rpm, he advanced the mixture to the full rich position and verified that the fuel selector was in the "both" position. He attempted to advance the throttle, but noticed this caused the engine to bog down.

The pilot contacted the Long Beach tower and reported that he was losing power; however, the tower told him that they were unable to identify him on radar but cleared him to land on the runway of his choice.

Unable to reach the shore, the pilot ditched in the ocean about 1.7 miles south of the Queen Mary. The aircraft sank shortly after they exited through the passenger's door.

The aircraft was flown for .7 hours earlier that day and 2.4 hours on the previous day. The aircraft was refueled with 17.5 gallons on the day of the accident. (The rental and refueling logs are appended to this accident report.)

Personnel information

The pilot was issued a private pilot license on November 13, 1994. According to his pilot report, all of his flight time was in this make and model aircraft.

Aircraft information

The maintenance records for this aircraft were not provided to Safety Board investigators, to FAA inspectors, or to the operator insurance company who also requested them. (Correspondence concerning this request, two letters from the operator, one letter from Senator Boxer and one letter from the Safety Board is appended to this report.)

Meteorological information

The temperature was 68 degrees Fahrenheit with a dew point of 35 degrees Fahrenheit. According to a carburetor icing probability graph for typical light aircraft, light to serious carburetor icing conditions existed. (The icing probability graph is appended to this report.)

Wreckage and impact information

According to Coast Guard personnel, the aircraft ditched in about 70 feet of water at 33 degrees 42.25 minutes north longitude and 118 degrees 11.71 minutes west latitude.

The aircraft was examined at the recovery operator's facility on December 29, 1995. The aircraft had its wings and tail section removed prior to examination. The right wing tip and the lower portion of the engine cowling were damaged. The lower portion of the tail section was damaged and the windscreen was missing.

The engine tachometer meter read 7,111.9 hours. A tachometer reading of 7,110.8 had been recorded as the "in" time of the previous flight in the rental log on December 26. The Hobbs meter read 2,030.6 after recovery. (The rental log is appended to this report.)

Both fuel tanks contained several gallons of saltwater. The fuel, which had precipitated to the top portion of the tanks, was blue in color and had the odor of aviation fuel The fuel system was flushed with clean fuel and no blockages were noted. The fuel selector indicator was found in the "both" position.

Engine control continuity was established to the cockpit. Hand rotating the propeller established drive train continuity as well as compression in all four cylinders. No obstructions or foreign objects were found in either the exhaust or induction systems. The carburetor heat continuity was checked and the position was verified as being in the off (cold) position. The oil sump was drained of saltwater until only oil was present. The battery was dead and was removed and replaced in order to start the engine.

Several attempts were made to start the engine without success. Through a trouble shooting process the left and right magnetos were examined. Both exhibited corrosion damage and would not produce a spark. The left magneto was replaced while the original right magneto remained installed. The ignition switch also exhibited corrosion, but the contacts were intact and were positioned appropriately. The spark plugs were found with lead deposits (clinkers) at the electrodes. All of them were found installed tightly with the plug wires attached. They were replaced with new plugs and the high tension electrical harness was replaced with a test set.

The engine was started and run up to full throttle on two occasions for no less than 2 minutes each time. The engine produced 2,300 rpm at full throttle with only the left magneto operational. Oil pressure readings at all power settings met the manufacturer's published standards. The engine ran smoothly throughout the test run and no fuel or oil leaks were detected before, during, or after the run.

Survival aspects

No flotation equipment was onboard, and after exiting the aircraft, both men were required to tread water for about 10 minutes before being rescued by the U.S. Coast Guard.

The batteries in the aircraft's ELT expired on October 31, 1995.

Tests and research

The operator of Jack's Aircraft told the Safety Board investigators that he felt his aircraft performance could possibly have been the result of sabotage since sand and water had been discovered in the fuel systems of the remaining aircraft on his flight line as they were being pre-flighted on the morning following the accident. When asked about the disposition of the contaminated fuel samples, he reported that he had been told about the incident, had not drained the sumps himself, had not seen the samples, and to his knowledge, none of the contaminated samples had been retained. The same operator also voiced the opinion that the aircraft's fuel system could have been contaminated during the refueling process.

Safety Board investigators drained the sumps of all of the operator's remaining aircraft. About 1 tablespoon of reddish-brown sediment, as well as between 1 or 2 tablespoons of clear liquid were drained from the right main tank of a Piper PA-28-140, N55093. The clear liquid immediately precipitated out and collected in the bottom of the sample bottle along with the sediment. No other visually detectable contamination of either liquid or particulate material was noted. The sample was submitted to Core Laboratories in Long Beach for spectro analysis. The analysis revealed that the sample contained 30 percent silicon. (Core Laboratories spectro analysis is appended to this report.)

A fuel sample was taken from the No. 2 refueling truck operated by Airflite, Inc. The sample was analyzed by Exxon, the bulk fuel vendor. No abnormalities were noted. (A letter from Exxon stating the results of testing is appended to this report.)

A fuel sample from the accident aircraft was also taken by Safety Board investigators and submitted to Core Laboratories for analysis. The sample was found to be without any abnormalities. (Core Laboratories fuel analysis report is appended to this report.)

Additional information

The aircraft was recovered by Aero Retrieval and transported to their storage facility at the Compton airport. It was released to a representative of the registered owner on February 14, 1996.