WPR13LA392

The pilot reported that, during cruise flight about 1/2 mile off shore while towing an aerial advertising banner, the engine abruptly lost power. Despite troubleshooting attempts, including the application of carburetor heat, the pilot was unable to restart the engine, and he initiated a forced landing to a nearby beach. During the landing, the airplane nosed over and came to rest partially in the ocean. A postaccident examination of the recovered airframe and engine revealed no evidence of mechanical malfunctions or failures that would have precluded normal operation. The quantity of fuel onboard the airplane could not be determined due to impact damage to the fuel system and its submersion in water after the accident. Although the weather conditions at the time of the accident were conducive to the accumulation of carburetor ice, the pilot applied carburetor heat, and the engine did not restart; therefore, it is unlikely that carburetor icing caused the engine to lose power. The reason for the loss of engine power could not be determined.

On August 30, 2013, about 1143 Pacific daylight time, a Piper PA-18-105 Special, N224T, was substantially damaged during a forced landing on a beach near Rancho Palos Verdes, California. The airplane was registered to and operated by Van Wagner Aerial Media LLC., Hollywood, Florida, under the provisions of Title 14 Code of Federal Regulations Part 91. The commercial pilot, sole occupant of the airplane, sustained minor injuries. Visual meteorological conditions prevailed and no flight plan was filed for the local aerial advertising flight, which originated from Compton, California, about 0925. In a written statement to the National Transportation Safety Board (NTSB) investigator-in-charge (IIC), the pilot reported that he had topped off all three 18-gallon fuel tanks prior to the accident flight. Following an uneventful run-up, he departed to pick up the banner with the left fuel tank selected. The pilot stated that after picking up the banner, he climbed to an altitude of 1,100 feet mean sea level (msl); switched to the right fuel tank, and flew a westerly course south of Los Angeles International Airport to the shoreline before turning northbound towards Malibu. As the pilot reached Point Dume, he performed a 180-degree turn to a southerly course towards the coast of Rancho Palos Verdes. During cruise flight at an altitude of about 700 feet above ground level (agl), about one-half mile off shore, the engine abruptly lost power. Despite switching fuel tanks, advancing the mixture to the full rich position, and applying carburetor heat, he was unable to restart the engine. The pilot jettisoned the banner and subsequently initiated a forced landing to a nearby beach. During the landing roll, the airplane nosed over and came to rest partially in the ocean. Examination of the airplane by a Federal Aviation Administration (FAA) inspector revealed that both wings and firewall were structurally damaged. The wreckage was recovered to a secure location for further examination. Examination of the recovered airframe by the NTSB IIC and representatives of Piper Aircraft Company revealed that both wings were separated from the fuselage by recovery personnel. The wing skins had been cut open during recovery to remove sand that had accumulated while the aircraft was upside down on the beach. The right wing, which was equipped with two 18-gallon fuel tanks were intact. The right wing fuel header tank was intact and undamaged. The left wing was equipped with a single 18-gallon fuel tank, which was breeched. Continuity was established from both the left and right wing fuel tanks to the wing root and from the fuselage attach points to the fuel selector valve. The left fuel tank fuel lines were mostly intact. However, they were bent and punctured in an area corresponding to damage to the fuselage. The fuel line was found disconnected from the left header fuel tank; consistent with impact damage. Examination of the recovered engine revealed that the LycomingO-360-A1A C1A, serial number L-4672-36, remained attached to the airframe via its engine mounts. The alternator, right magneto, and oil filter remained attached via their respective mounts. The left magneto was partially separated. The crankshaft was rotated by hand using the propeller. Rotational continuity was established throughout the engine and valve train. Thumb compression and suction was obtained on all four cylinders. The left and right magnetos exhibited impact damage. The magnetos were removed and examined. When both magneto drive shafts were rotated by hand, spark was obtained on four posts of each magneto. The airframe fuel filter bowl was disassembled during the examination. The fuel bowl was dry and had a small amount of dirt sediment present. The airframe fuel filter screen was free of contamination. A slight amount of fuel was found within the fuel line from the airframe fuel filter to the carburetor. For further details on the examination of the recovered airframe and engine, see the NTSB Airframe and Engine Exam Summary within the public docket for this accident.