Preflight and Departure
The airplane departed with approximately 15 to 20 gallons of fuel in each main tank and approximately 5 gallons in each tip tank. After takeoff, at an altitude between 800 and 1,000 feet above ground level, the pilot retracted the flaps, turned off the electric-driven fuel pump, set manifold pressure to 25 inches of mercury, reduced propeller rpm to 2,500, and leaned the mixture control to 18 gallons per hour.
Loss of Engine Power
While climbing through 2,800 to 3,000 feet over water and operating on the right main fuel tank, the pilot experienced a sudden loss of engine power. He described the change as similar to the propeller rpm going from low pitch to high pitch. The propeller continued to rotate at 2,300 rpm, and engine manifold pressure stabilized around 15 to 17 inches of mercury.
Troubleshooting Attempts
The pilot set the mixture control to full rich and turned the electric-driven fuel pump back on, but the engine did not recover. He then changed the fuel selector from the right main tank to the left main tank and waited, still without recovery. During the descent, engine and system instruments remained in the normal operating range. The pilot fully pulled out the throttle control, causing manifold pressure to drop to 10 to 12 inches of mercury, then pushed it back in, returning manifold pressure to 15 to 17 inches. He selected the left magneto off and then the right magneto off, then turned them back on in the opposite order, but the engine did not respond. The pilot did not have an opportunity to select an alternate air source during the descent.
Ditching and Subsequent Examination
The pilot ditched the airplane, and the occupants exited into the water. Approximately one month after the accident, the engine was recovered from the ocean and examined by the National Transportation Safety Board. During the examination, no preimpact failures or malfunctions were identified.