History of Flight
On July 11, 2012, at 1053 central daylight time, a Cessna 170, registration N2561V, was substantially damaged during a forced landing after takeoff from Sandy Creek Airpark (75FL) in Panama City, Florida. The pilot, an airline transport pilot, was seriously injured. Visual meteorological conditions prevailed, and no flight plan was filed. The flight was a ferry flight operated under 14 CFR Part 91.
A witness acquainted with the pilot reported that the airplane was departing on the first leg of a cross-country flight to Alaska. The witness helped prepare the airplane, which had not flown for several months. Fuel samples were taken from each fuel tank sump, and several successive samples contained water.
The pilot stated to an FAA inspector that he found water in several fuel samples and ultimately drained the right fuel tank completely. He then serviced the right tank with 10 gallons of automotive gasoline to match the 10 gallons in the left tank. Later, he amended his statement, claiming he drained all contaminated fuel from the airplane before filling the tanks from a combination of Jerry cans and a friend's pickup-mounted fuel tank.
After a 15-minute engine run to ensure no water in the carburetor, the pilot departed. Immediately after takeoff, he experienced a loss of engine power. He turned to return to the airport but landed in a retention pond short of the runway. The pilot reported performing a “shallow” turn, while the witness described “an abrupt/steep left-hand turn” followed by a “stall” and descent to water contact.
Personnel Information
The pilot held multiple certificates and ratings. His most recent FAA second-class medical certificate was issued in September 2010. He reported 10,000 total flight hours, with 40 hours in the accident airplane make and model.
Aircraft Information
According to FAA records, the airplane was manufactured in 1948. The most recent annual inspection was completed on February 11, 2011, at 1,508.0 aircraft hours. At the time of the accident, the tachometer indicated 1,540.9 hours. An Airworthiness Directives compliance listing was not available. An engine logbook entry dated January 6, 2012, noted the number 2 cylinder was removed for valve work, with no return-to-service entry following reinstallation.
Meteorological Information
The 1456 weather observation at Greenwood County Airport (GRD), about 18 miles north of the accident site, included calm winds, clear skies below 10,000 feet, temperature 31°C, dew point 16°C, and an altimeter setting of 29.94 inches of mercury.
Wreckage and Impact Information
The airplane came to rest upright in the retention pond on the west end of the runway, with the engine partially submerged. Five 5-gallon plastic gas cans were found floating in the pond; four were full of auto fuel and one empty with remnants of auto fuel. A 2-gallon plastic gas can full of fuel was located inside the cabin.
Control continuity was established from the flight controls to all surfaces. The propeller was undamaged, but the carburetor was broken at its mount. The engine was removed for detailed examination.
On November 6, 2012, the engine was examined in Mobile, Alabama. It was flushed to remove mud and water from the cylinders, and the magnetos were removed, dried, and reinstalled. The carburetor, exhaust stacks, and starter were replaced due to impact damage. In a test cell, the engine started immediately, accelerated smoothly, and ran continuously without interruption. The carburetor mount flange was repaired with adhesive, the replacement carburetor was removed, and the original carburetor was reinstalled. Again, the engine started immediately, accelerated smoothly, and ran continuously without interruption.
Additional Information
The fuel tanks were metal and undamaged. Cessna issued Service Letter SE70-28 on October 23, 1970, addressing fuel tank filler neck sealing to prevent water seepage. Service Information Letters SE80-87 (October 27, 1980) and 82-36 (July 30, 1982) addressed fuel contamination, recommending draining until contamination is removed and stressing routine fuel system inspection. Service Bulletin SEB86-5 (July 11, 1986) mandated a fuel contamination warning placard. FAA Advisory Circular AC 20-125 and Special Airworthiness Information Bulletins CE-10-40R1 and CE-12-06 provided guidance on detecting and removing water from fuel systems.