MIA05LA149

The pilot provided an emergency briefing to the passengers before departure. The outboard fuel tanks were empty and the inboard fuel tanks were filled before departure. After takeoff, the flight climbed to 8,500 feet msl and proceeded towards the destination airport. During cruise flight while flying at 1,000 feet msl approximately 10 miles from the destination airport , the left engine started losing power, but the airplane did not yaw; the left cowl flap was closed at the time. The pilot reported the left fuel flow light was on, but the fuel pressure was in the green arc (indicating approximately 38 to 42 psi). He switched each fuel selector to its respective outboard fuel tank though the outboard tanks were empty, turned on both emergency fuel pumps, and also attempted crossfeeding fuel to the left engine in an effort to restore engine power but was unsuccessful. The left engine manifold pressure decreased to 18 inHg, and he was maintaining "blue line" airspeed plus a few knots with the right engine at full power. He slowed the airplane to less than blue line airspeed in an attempt to "gain altitude", and approximately 2 to 3 minutes after first noticing the loss of engine power from the left engine with the manifold pressure indication of 15 inHg, and after seeing boats nearby, he moved the left propeller control to the feather position but later reported the propeller did not feather. The left engine rpm was in the upper green arc through the whole event, and he did not see any oil coming out of the left engine cowling. The flight was unable to maintain altitude, and he advised the passengers to don but not inflate their life vests. He maneuvered the airplane into the wind near boats, and ditched with the flaps and landing gear retracted. All occupants exited the airplane and were rescued by one of the nearby boats. Each inboard fuel tank is equipped with a "surge tank" and a flapper valve, and also a sensing probe installed at the outlet of the tank. The airplane POH/AFM indicates that if the fuel flow light illuminates, and there is fuel in the corresponding tank, a malfunction of the flapper valve has occurred. The airplane was not recovered; therefore no determination could be made as to the reason for the reported loss of engine power from the left engine, nor the reason for the failure of the left propeller to feather.

On August 13, 2005, about 1557 eastern daylight time, a Piper PA-31-350, N318JL, registered to a private individual, operated by Twin Town Leasing Company, Inc., dba Twin Air Calypso, as flight 217, was ditched in the Atlantic Ocean approximately 6 nautical miles east-southeast from Fort Lauderdale/Hollywood International Airport (KFLL), Fort Lauderdale, Florida. Visual meteorological conditions prevailed at the time and a VFR flight plan was filed for the 14 CFR Part 135 non-scheduled, international, passenger flight from North Eleuthera International Airport, Eleuthera, Bahamas, to Fort Lauderdale/Hollywood International Airport. The airplane was not recovered and presumed to be substantially damaged, and the airline transport-rated pilot and 2 passengers were not injured while 4 passengers sustained minor injuries. The flight originated about 1451, from North Eleuthera Airport.

The accident occurred during the fourth flight of the day; the previous 3 flights were uneventful. The pilot stated that the fuel in the outboard fuel tanks was consumed during the first flight of the day, and they were not fueled at any time during the accident date. After landing following the 3rd flight, he ordered that the inboard fuel tanks be filled. He watched the airplane being fueled from a short distance away, but after fueling he did not visually inspect the fuel tanks. Also, he did not see any fuel stains on the upper surface of the wings, nor did he see any fuel on the ground beneath the wings. Fuel records later provided by the operator revealed that 69.5 gallons of 100 low lead (100LL) fuel were added. The fueler reported he filled both inboard fuel tanks.

The pilot further reported that before engine start of the accident flight, both inboard fuel tanks indicated full. He briefed the passengers before starting either engine, which is his typical procedure. During the briefing, a passenger who was traveling with an infant questioned him about the emergency equipment. He experienced no problem starting either engine, and after takeoff climbed to 8,500 feet mean sea level (msl), where he leaned the fuel-to-air ratio. Due to a slight tailwind, the flight duration was estimated to be 1 hour 1 minute from takeoff to landing. The flight continued, and he started a gradual descent of between 300 to 500 feet-per-minute when the flight was approximately 60 nautical miles (nm) from the destination. While descending he gradually enrichened the fuel-to-air ratio, but kept the power setting the same as it was in cruise. He established contact with the KFLL air traffic control tower (ATCT) when the flight was approximately 15 nautical miles from there, and continued descending.

When the flight was approximately 10 nm from KFLL, while in cruise flight at 1000 feet msl, the pilot reported that the left engine started losing power. The loss of power was evidenced by a change in engine sound, though the airplane did not yaw to the left. At the time of the loss of engine power from the left engine, each left and right inboard fuel tank had approximately 35 gallons of fuel, and the left cowl flap was closed. The left fuel flow light was on, but the left fuel pressure was in the green arc (approximately 38 to 42 psi). The flight became "hectic", and in an effort to restore engine power, he switched each fuel selector to its respective outboard tank, though each outboard fuel tank was empty. He switched each fuel selector back to the inboard fuel tank position, turned on both emergency fuel pumps, and noted that the left manifold pressure was indicating 22 inHg. He also attempted to cross feed fuel to the left engine from the right fuel tank but this did not restore engine power. Based on the manifold pressure indication (22 inHg), he thought there was a problem with the turbocharger. The left engine rpm was in the upper green arc through the whole event, and he did not see any oil coming out of the left engine cowling.

The flight continued and the left engine manifold pressure decreased to 18 inHg. He was maintaining "blue line" airspeed plus a few knots, and the right engine was at full power in an effort to maintain altitude. He slowed the airplane to less than blue line airspeed in an attempt to "gain altitude." Approximately 2 to 3 minutes after first noticing the loss of engine power from the left engine, with the manifold pressure indication of 15 inHg, and after seeing boats nearby, he moved the left propeller control to the feather position. He did not initially advise any problem associated with feathering the left propeller, but later advised the NTSB that the left propeller continued to windmill. The flight continued and he was unable to maintain altitude. He performed a 120-degree turn around the boats, and turned into the wind for ditching. While flying at 250 feet, he advised the passengers to prepare for ditching and to don their life vests but warned them not to inflate them until they were out of the airplane. The last thing he did before ditching was declare an emergency with KFLL ATCT. He heard the stall warning horn beep twice before ditching the airplane, and contacted the water with the flaps and landing gear retracted.

The pilot further stated that after the ditching, he exited the airplane out of the crew door, but he did not get his life vest. The passenger seated in the right front seat exited the airplane from the crew door, while all remaining passengers exited from the emergency exit on the right side of the airplane. All passengers with the exception of the baby were wearing life vests while in the water. The airplane remained floating for 3-4 minutes, and he estimated the passengers were in the water less than 10 minutes before being rescued by a boat. He noticed a Chalks airplane flying and saw boats on the way. The U.S. Coast Guard arrived on-scene, put personnel on the boat they were on, then made way to a Coast Guard station at Port Everglades. While in the boat, one passenger complained of chest pain.

According to a transcription of communications from the KFLL air traffic control tower (ATCT), at 1552:28, the pilot established contact with the facility and advised that he was southeast of the airport. A discrete transponder code was provided to the pilot. The flight was radar identified and the controller advised the pilot that the flight was 13 miles southeast of the airport at 1,100 feet. The controller also advised the pilot to cross the shoreline at 1,000 feet, and provided the runway, wind, and altimeter setting. At 1554:42, the controller then advised the pilot of a windshear alert associated with the destination runway. The next communication from the pilot occurred at 1556:46, in which the pilot advised, "mayday, mayday, mayday." The controller asked who was calling and the pilot responded with the call sign of the airplane, followed by repeating "mayday" 3 times. At 1556:58, the controller asked the pilot to provide the number of souls and fuel on-board, there was no reply.

One passenger verbally reported to the NTSB that after boarding the airplane, the pilot advised to put on their seatbelts, and he gave a briefing, but she couldn't hear it because an engine(s) was/were running. She also reported she was wearing earphones connected to an IPOD while the pilot was giving his briefing, but the IPOD was not on at the time. The flight departed and approximately 1 hour into the flight, she noticed they were flying close to the water and she heard a clicking noise from the left side, though at the time she was wearing an IPOD. The pilot advised them that they had plenty of fuel but were having a problem with the fuel pump. The clicking noise continued for a few minutes, and the pilot advised them they were not going to make it, and to don their life vests. She found hers right away, and put it on. Upon contact with the water, her seat came loose and she hit the sea