Accident Details
On February 24, 2013, about 1142 eastern standard time, a Cessna T337G, registered as N8594M and operated by Exec Aviation LLC, was ditched in Biscayne Bay near Homestead, Florida. Visual meteorological conditions prevailed, and no flight plan was filed for the 14 CFR Part 91 personal flight. The flight departed North Perry Airport (HWO) in Hollywood, Florida, approximately 20 minutes earlier, destined for Key West International Airport (EYW). The airplane sustained substantial damage, and the private pilot and three passengers sustained minor injuries.
Preflight and Flight
Before departure, 78 gallons of 100 low-lead fuel were added, resulting in about 56 gallons in the left tank and 52 gallons in the right. The pilot checked the fuel tanks and strainers for contaminants and water, finding none. The left fuel tank supplied the front engine, and the right tank supplied the rear engine. After takeoff, the flight proceeded eastbound to the coast, then flew south along the coast while receiving VFR flight following from air traffic control.
Engine Failure and Ditching
Near Key Biscayne, at 900 feet with landing gear retracted, the rear engine quit suddenly. Due to low altitude, the pilot did not have time to examine the engine gauges but confirmed the rear engine was not producing power. He added full power to the front engine, which responded, and restarted the rear engine, but the airplane lost about 500 feet of altitude during the process. After restart, the rear engine manifold pressure was between 15 and 17 inches of mercury, and engine rpm was between 2,000 and 2,200. Concerned about stalling at low altitude, the pilot decided not to continue troubleshooting and elected to ditch. He selected a clear area, lowered the landing gear, and flared for landing. After touchdown, the airplane nosed over. The pilot reported difficulty with the cabin door latch but was able to kick open the upper door. All occupants exited within 20 seconds, and a passenger used a cell phone to call 911. They were rescued by a boat and taken to land, where they were treated by emergency medical technicians.
Post-Accident Examination
After recovery, the airplane was taken to an FAA-certified repair station for examination and operational testing of the rear engine. The on-board JPI Fuel Scan 450 Twin Fuel Flow Gauge was retained for analysis. Since the wings had been removed for transport, an alternate fuel supply was plumbed into the right wing fuel supply line. All spark plugs were removed, examined, and tested satisfactorily at 80 psi. The engine was motored with the starter to remove water and debris, and compressed air was used to dry the magnetos. The engine started but operated only on the left magneto. A slave magneto was installed on the right position, and the engine ran to 2,780 rpm and 34 inches of manifold pressure (maximum redline is 2,800 rpm and 37 inches of mercury). A feather check was performed, and the propeller fully feathered. The right magneto was retained for further examination.
Inspection of the right magneto at an FAA-certified repair station revealed that initially, the magneto produced spark at all leads, but one lead stopped firing. Disassembly showed moisture and corrosion inside the magneto and distributor housings. Coil primary resistance measured 14,000 ohms (specification 12,000 to 16,000), secondary resistance 0.3K ohms (specification 0.2 to 0.6K). No carbon tracking was noted. The condenser tested 0.420 microfarads (specification 0.375 ±10%), and it did not pass, most likely due to moisture. The point gap measured 0.021 inch (specification 0.012 to 0.024). After air drying and reassembly, the magneto sparked consistently at all leads between 150 and 4,700 rpm, and the impulse coupling operated satisfactorily.
Examination of the JPI Fuel Scan 450 indicated that the left engine had used 183.9 gallons and the right engine 64.0 gallons, with a total power-on time of 83.6 hours. The airplane type certificate data sheet specifies a 62.5-gallon fuel tank in each wing.
Fuel System and Manual
The facility that fueled the airplane reported using Truck 1 and had no fuel quality complaints. Daily inspections on February 24 recorded fuel samples from the compartment and filter sumps as clear and bright. The airplane Owner’s Manual outlines engine-out procedures, including identifying the inoperative engine, adjusting cowl flaps and mixture, and checking fuel flow. The manual also describes steps for restarting or securing the inoperative engine.