# NTSB LAX99LA149: Piper PA-31, N141CM, Pacific Ocean (Pacific Ocean), April 15, 1999 - Type: NTSB accident investigation - Classification: Accident · Minor injuries · Limited investigation · Final report - Date: April 14, 1999, 18:00 local (Apr 15, 1999, 01:00 UTC) - Place: Pacific Ocean (Pacific Ocean) - Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping) - Highest injury: Minor injuries - Injuries: 1 minor - Status: Completed, report November 22, 2000 - Report: Approved by Office Director - NTSB case key (mKey): 46135 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=LAX99LA149 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/46135/pdf - Page: https://openairdocs.org/ntsb/LAX99LA149 ## Probable cause An undetermined system malfunction in the right engine, which led to an increase in fuel usage beyond the pilot's planned fuel consumption rate and eventual fuel supply exhaustion. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Loss of engine power(total) - nonmechanical, cruise - 1 engine - malfunction (cause) - reason for occurrence undetermined (cause) - fuel system - excessive flow/output (cause) - remedial action - attempted, pilot in command - fluid,fuel - exhaustion (cause) - Ditching, emergency descent/landing - terrain condition - water ## Analysis The pilot reported that about 150 miles southwest of Monterey, the right engine made unusual noises, began to run rough, and exhibited high cylinder head temperature at the limits of the gauge. He advised Oakland Center of his position and situation, but did not declare an emergency. The pilot attempted to open the right engine cowl flap; however, it malfunctioned. He then increased fuel flow to the right engine in order to cool it and eventually had to reduce power on that side to keep it running. To compensate for the power loss in the right engine, he had to add power to the left engine. The combination of remedial actions increased the fuel consumption beyond his planned fuel burn rate. The flight attitude required by the asymmetric power also induced a periodic unporting condition in the outboard fuel tank pick-ups. The pilot said he was forced to switch to the inboard tanks until that supply was exhausted and then attempted to feed from the outboard tanks. The pilot said he was unsuccessful in maintaining consistent engine power output and was forced to ditch 20 miles short of the coastline. The pilot's VFR flight plan indicated that the total time en route would be 13 hours 10 minutes and total fuel onboard was 14 hours. The lapsed time from departure until the aircraft ditching was approximately 13 hours 12 minutes. ## Factual narrative On April 14, 1999, about 1800 hours Pacific daylight time, a Piper PA-31, N141CM, experienced partial loss of power in one engine and was forced to ditch in the Pacific Ocean approximately 15 to 20 miles off the coast of Monterey, California. The aircraft subsequently sank and is presumed to be destroyed. The commercial pilot sustained minor injuries. The aircraft was operated by Tokyo International Trading America, Inc., of Walnut, California, and the flight was conducted under 14 CFR Part 91 as a ferry flight. The aircraft departed the Honolulu, Hawaii, airport, about 0448, and was en route to Monterey with a final destination of Long Beach, California. Visual meteorological conditions prevailed at the accident site. A VFR flight plan was filed. The pilot reported that about 150 miles southwest of Monterey, the right engine made "unusual noises, began to run rough, and exhibited high cylinder head temperature (at limits of gauge)." He advised Oakland Center of his position and situation, but did not declare an emergency. He reported that he reduced the power on the right engine and increased the power on the left engine to compensate. He stated that he "troubleshot the problem and experimented with increased fuel flow to both engines." The pilot reported that he was able to keep the right engine running at a lower power setting with increased fuel flow. He tried to open the cowl flaps but the right cowl flap failed to open. He opined that the combination of these actions increased the fuel consumption beyond his planned rate of fuel burn. The pilot stated that he had been operating off the outboard fuel tanks for approximately 1 hour. Each tank held 40 gallons of fuel. The pilot reported that the aircraft was placarded and the flight manual specified that the outboard tanks were to be used only during level, coordinated flight. The manual and placards also stated that the fuel pick-ups could become unported during uncoordinated flight. The pilot reported that after experiencing the engine trouble, he maintained the aircraft at an attitude which did not allow for appropriate fuel flow to the engines from the outboard tanks. He banked the aircraft to keep the fuel pick-ups ported. He switched the ferry system transfer pumps to the "on" position, then switched tanks and burned all of the remaining fuel from the main tanks. The pilot stated that he continued back on the outboard tanks until he was unable to maintain consistent power, at which time he ditched the aircraft in the Pacific Ocean. He evacuated the aircraft, activated a life raft, and was rescued by the United States Coast Guard approximately 30 minutes later. Transcripts of communication between Oakland Air Route Traffic Control Center (ARTCC), Fleet Area Control and Surveillance Facility (FACSFAC) San Diego, and the accident aircraft indicated that the pilot reported that he was at "minimum fuel" 96 miles southwest of Monterey. The pilot later repeated that he was "in trouble" and was having "fuel problems." The FACSFAC controller asked the pilot how much fuel he had remaining, and the pilot responded, "I'm pretty much done here." The pilot further added that he was going to continue heading toward Monterey and try to get as close as possible. The pilot's VFR flight plan indicated that the total time en route would be 13 hours 10 minutes, with a total fuel on board of 14 hours. A copy of the flight plan is appended to this file. The lapsed time from departure until the aircraft ditching was approximately 13 hours 12 minutes. ## Aircraft - Registration: [N141CM](https://openairdocs.org/deregistered/N141CM-2013-04-10), registration cancelled 2013-04-10, S/N 31234, built 1969 (OpenAirDocs) - Reported make and model: Piper PA-31 - Registry model: [Piper PA-31](https://openairdocs.org/model/piper-pa-31) (registry code 7103103) (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: 31234 - Airframe hours: 4882 - Engines: Lycoming TIO-540 310 horsepower reciprocating - Damage: Destroyed - Flight: Ferry, Part 91 - Registered owner: Tokyo Int. Trading America Inc - Airworthiness certificate: Special, Special flight (Special) - Last inspection: Annual, March 15, 1999 - Departed: HNL, HONOLULU, HI - Destination: LGB, LONG BEACH, CA - Flight plan: VFR ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 28; commercial; airplane ratings: single-engine land, multi-engine land; instrument ratings: airplane; medical: class 1, valid medical--no waivers/lim.; seat: left; flight hours: 427 total, 42 in this make and model ## Weather - Conditions: Visual (VMC), Day - Visibility: 10 statute miles - Lowest ceiling: none - Observed at: SNS, 28 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 19990414003479A](https://openairdocs.org/incident/19990414003479A), Apr 14, 1999: Piper PA31, Monterey, CA, Destroyed. Acft was on a VFR flight over the ocean (approximately 30 miles off shore) when the pilot advised oakland ARTCC that the acft did not have enough fuel to make… 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.