History of Flight
On October 2, 2011, at 1513 eastern daylight time, a Temco GC-1B (Swift), N3825K, operated by a private individual, was substantially damaged during a ditching in the Chesapeake Bay, near Ewell, Maryland. The certificated airline transport pilot received serious injuries and the passenger was fatally injured. The personal flight was conducted under 14 CFR Part 91. Visual meteorological conditions prevailed, and no flight plan was filed for the planned flight to Washington Executive Airport (W32), Clinton, Maryland. The flight had originated from Tangier Island Airport (TGI), Tangier, Virginia, about 1500.
According to the pilot, he had flown uneventfully from W32 to TGI earlier that day. During the return flight, the airplane was cruising at 2,000 feet mean sea level to remain below an overcast cloud layer at 2,200 feet. About 10 minutes after departure, while flying over water, the airplane experienced a total loss of engine power. The pilot was in radio contact with air traffic control and advised of the emergency. The controller acknowledged and provided a vector to Smith Island, Maryland, about 6 miles east of the airplane. While gliding toward the island, the pilot performed emergency procedures including activating carburetor heat, checking magnetos, activating the fuel boost pump, and positioning the mixture to rich. The pilot did not mention switching the fuel tank selector position as part of the procedure. He remarked that if he had accidentally left the fuel selector positioned to "Aux" prior to departing W32, he would have had just enough fuel to fly from W32 to TGI and lose engine power near Smith Island.
The pilot estimated that he glided about 2 miles before ditching in the water. After the ditching, other airplanes and helicopters circled the area for about 20 to 30 minutes, but the pilot and passenger were wearing dark clothes and were not seen. The pilot and passenger then attempted to swim to Smith Island. The waves were high, and the passenger was unable to complete the swim.
The wreckage was located on October 6, 2011, by the Maryland Department of Natural Resources, resting in 25 feet of water about 2 miles west of Smith Island.
Personnel Information
The pilot, age 48, held an airline transport pilot certificate with a rating for airplane multiengine land, and a commercial pilot certificate with a rating for airplane single-engine land. His most recent FAA second-class medical certificate was issued on December 3, 2009. He reported a total flight experience of 6,800 hours, of which 130 hours were in single-engine airplanes, including 120 hours in the same make and model as the accident airplane. He had flown the accident make and model 8 hours during the 30-day period preceding the accident.
Aircraft Information
The two-seat, low-wing, retractable-gear tailwheel airplane, serial number 3514, was manufactured in 1948. It was powered by a Continental O-300, 145-horsepower engine equipped with a fixed-pitch wooden propeller. The most recent annual inspection was performed on March 25, 2011, at which time the airframe had 4,470 total hours and the engine had 85 hours since overhaul. The airplane flew 35 hours from the last annual inspection until the accident.
The airplane's fuel selector had three positions: "AUX," "MAIN," and "OFF." The auxiliary fuel tank held 9 gallons, and the main fuel tank held 26 gallons.
Meteorological Information
Patuxent River Naval Air Station (NHK), about 15 miles northwest of the accident site, recorded weather at 1452: wind from 250 degrees at 9 knots; visibility 10 miles in light rain; few clouds at 2,000 feet, broken ceiling at 3,600 feet, overcast ceiling at 4,400 feet; temperature 11°C; dew point 8°C; altimeter 29.88 inches of mercury.
Wreckage and Impact Information
The wreckage was recovered from Chesapeake Bay on November 26, 2011, and examined at a recovery facility. Underwater video recorded just prior to recovery showed the fuel selector in the "AUX" position, which was confirmed at the recovery facility. The engine had separated during recovery. The empennage had also separated and was not recovered. Both wings were intact and remained attached to the fuselage. The fuel tanks were breached and contained saltwater. The right aileron was up and the left aileron down; left and right flaps were partially extended. Control continuity was confirmed from the yoke to the ailerons, and rudder control continuity was confirmed from the pedals to cable cuts at the point of empennage separation. Elevator control continuity could not be confirmed due to lower fuselage impact damage.
Engine examination revealed that the left magneto had separated and the right magneto remained attached. One wooden propeller blade had separated about 1 foot outboard of the hub; the other blade remained attached. Valve covers and sparkplugs were removed; sparkplug electrodes were intact with no preimpact debris. When the propeller was rotated by hand, camshaft, crankshaft, and valvetrain continuity were confirmed, and thumb compression was attained on all cylinders.
Medical and Pathological Information
An autopsy performed on the passenger on October 4, 2011, by the Virginia Department of Health Office of the Chief Medical Examiner noted the cause of death as "drowning; contributing, multiple blunt trauma."
Additional Information
Review of the engine operator's manual indicated an average fuel burn of 9.27 gallons per hour during cruise. Review of a pilot operating handbook for the make and model airplane included the procedure for engine failure during flight: "If airplane is equipped with auxiliary fuel tank, ascertain that fuel selector valve is on tank containing most fuel."