MIA08LA029

While returning to the airport following practice maneuvers, at a cruise altitude of about 1,000 feet above ground level, the engine lost power. The pilot announced the loss of engine power over the Unicom radio frequency and successfully ditched the airplane shortly afterwards. Examination of the airplane revealed that the carburetor heat control cable was not connected. The examination did not reveal any evidence that the pilot applied carburetor heat prior to the loss of engine power, nor did the pilot's or passenger's written statements reference its use. About the time of the accident, the temperature was recorded as 75 degrees Fahrenheit (F), and the dew point as 72 degrees F. This combination of temperature and dew point created the possibility for carburetor icing, but given the flight profile at the time it was not likely associated with the loss of engine power. Other than the disconnected carburetor heat cable, no other airworthiness issues that could be associated with the accident were identified.

On December 13, 2007, about 0830 eastern standard time, a Piper PA-32-260, N801VC, lost engine power and ditched into the Florida Bay 5 miles northwest of the Florida Keys Marathon Airport (MTH), Marathon, Florida. The certificated private pilot and pilot rated passenger received minor injuries and the airplane sustained substantial damage. The flight was operated as a personal flight under the provisions of 14 Code of Federal Regulations (CFR) Part 91, and no flight plan was filed for the local flight. Visual meteorological conditions (VMC) prevailed at the time of the accident.

According to the pilot, and pilot rated passenger, while returning to the airport following practice maneuvers, at a cruise altitude of about 1,000 feet above ground level, the engine lost power. The pilot announced the loss of engine power over the Unicom radio frequency (121.8 MHz) and prepared the airplane for ditching. After ditching, the pilot and passenger egressed through the cabin door, and were picked up shortly afterwards by the U.S. Coast Guard. The pilot stated that the airplane floated for about 3 minutes and then began to sink.

An examination of the airplane was conducted by a Federal Aviation Administration (FAA) inspector. The lower spark plugs were removed to drain water from the engine, and the engine crankshaft rotated freely. The engine had an appropriate amount of oil, and the fuel tanks contained fuel. During the examination, the carburetor heat control cable was discovered to be not connected; however, there was no evidence indicating that the pilot attempted to utilize carburetor heat prior to the loss of engine power, nor did the pilot's or passenger's written statements reference its use.

According to a Carburetor Icing Probability Chart contained in FAA publication, FAA-H-8030-25, Pilot's Handbook of Aeronautical Knowledge, about the time of the accident, there was the possibility for carburetor icing. The MTH 0802 observation recorded the temperature as 75 degrees Fahrenheit (F), and the dew point as 72 degrees F.