Accident Overview
On August 22, 2012, at approximately 1140 eastern daylight time, a Piper PA-28RT-201T, registration N2970G, sustained substantial damage during a ditching into the Gulf of Mexico near Hernando Beach, Florida. The private pilot was not injured. The flight was conducted under Part 91 of the Federal Aviation Regulations as a personal flight with no flight plan filed. Visual meteorological conditions were present.
Flight Details
The aircraft departed Knoxville Downtown Island Airport (DKX) in Knoxville, Tennessee, around 0800, with St. Petersburg-Clearwater International Airport (PIE) in Florida as its intended destination. According to the pilot, the airplane was fueled before departure. While en route, the pilot navigated around several thunderstorms. Over the Gulf of Mexico, the engine began running rough and experienced a partial loss of power. The pilot declared an emergency, searched for a landing site, and spotted nearby islands. Unable to maintain altitude, the pilot performed a gear-up landing in the water, where the airplane came to rest in about 3 to 4 feet of water. The pilot exited the aircraft and was rescued by the U.S. Coast Guard around 1215.
Pilot and Aircraft Information
The pilot held a private pilot certificate with ratings for airplane single-engine land and instrument airplane. His most recent FAA third-class medical certificate was issued June 28, 2011. He reported 4,660 total flight hours, with 3,085 hours in the accident aircraft make and model.
The airplane, a 1979 Piper PA-28RT-201T, was registered to its owner in 2006. It was equipped with a Continental Motors TSIO-360-FB1B engine rated at 200 horsepower. The most recent annual inspection was completed on September 16, 2011, and the aircraft had accumulated 10,507 total flight hours at the time of the accident.
Weather Conditions
The recorded weather at Hernando County Airport (BKV), Brooksville, Florida, about 15 miles east of the accident location, at 1053 included: wind from 180 degrees at 7 knots, visibility 10 miles, clear skies, temperature 28°C, dew point 24°C, barometric pressure 30.09 inHg, and a remark of distant lightning to the north and northwest.
Post-Accident Examination
The airplane was recovered from the water two days later and moved to a salvage facility. An engine examination on September 7, 2012, showed the engine remained intact with signs of salt water immersion. The variable pitch propeller was still attached, with all three blades exhibiting minor bending. Spark plugs were removed and showed normal wear and salt water immersion. Internal magneto timing could not be verified due to salt water damage. Visual inspection of fuel supply line fittings revealed significant rust.
During engine run attempts, the first start resulted in intermittent firing. After cleaning the spark plugs, a second start produced rough operation with maximum power of 2,000 rpm. A third run continued to be rough, and the No. 6 cylinder was cold. Its spark plugs were cleaned and reinstalled; the No. 6 fuel injection nozzle was found clogged with debris and then cleaned. A fourth and fifth engine run resulted in smooth operation reaching 2,600 rpm.
The aircraft was equipped with a JBI Engine Analyzer, but readout at the NTSB Recorders Laboratory showed that for undetermined reasons, the unit did not record the final stages of the accident flight.