History of Flight
On May 27, 2016, at approximately 1930 eastern daylight time, a Republic P-47D, N1345B, ditched in the Hudson River near New York, New York, following a total loss of engine power. The commercial pilot was fatally injured and the airplane sustained substantial damage. The experimental, exhibition-category aircraft was registered to a corporation and operated by the American Airpower Museum under 14 CFR Part 91 as an aerial observation flight. Day visual meteorological conditions prevailed, and no flight plan was filed. The local flight originated from Republic Airport (FRG) in Farmingdale, New York, about 1900.
The accident aircraft was part of a three-ship formation participating in a photo shoot. The number 2 pilot reported that they flew along the south shore of Long Island, then entered the visual flight rules corridor near John F. Kennedy International Airport. At approximately 1,100 feet above the water and 140 knots northbound along the Hudson River, the accident pilot reported over radio that he had "smoke" and made a distress call to Newark Liberty International Airport (EWR) air traffic control. The number 2 pilot then observed smoke from the accident aircraft followed by the propeller seizing. The accident pilot maneuvered for a forced landing in the Hudson River. The canopy was only partially open as the aircraft descended, touched down on the water, and sank within seconds south of the George Washington Bridge. Rescue attempts by first responders were unsuccessful.
Personnel Information
The pilot held a commercial pilot certificate with airplane single- and multi-engine land, airplane single-engine sea, rotorcraft-helicopter, and instrument airplane ratings. He also held an FAA airframe and powerplant mechanic certificate. His most recent FAA second-class medical certificate was dated August 5, 2015, and he reported 6,400 total hours of flight experience.
Aircraft Information
The airplane was a low-wing, single-seat, World War II-era fighter with retractable tailwheel landing gear. It was powered by a Pratt and Whitney R2800-69, 18-cylinder radial engine driving a Hamilton Standard four-bladed, constant-speed propeller. According to maintenance records, a condition inspection was completed on May 9, 2015, at a Hobbs time of 553.0 hours; the engine oil was changed and the oil screen inspected with no contaminants observed. A representative of the owning corporation reported the engine had "low time, less than 400 hours" and the next condition inspection was due June 1, 2016. The airplane was hangared and the engine "ran well with no recent complaints."
Meteorological Information
The 1951 weather observation at EWR, located about 9 miles southwest of the accident site, included wind from 150° at 8 knots, visibility 10 statute miles, few clouds at 5,500 feet, scattered clouds at 18,000 feet, a broken ceiling at 25,000 feet, temperature 28°C, dew point 19°C, and altimeter setting 29.99 inches of mercury.
Wreckage and Impact Information
The wreckage was recovered from the river the following day near the 79th Street Boat Basin and transported to the West 30th Street Heliport. Initial examination showed the airframe generally intact with the engine still attached. The No. 18 cylinder was damaged, consistent with an in-flight occurrence, and oil was present on the engine exterior. At a storage facility, an FAA inspector found the engine internally seized and unable to rotate. Cylinders could not be removed due to damage; metallic debris and oil were inside the supercharger, and four intake manifolds were oil-soaked with metal particles. Further engine examination was not attempted due to the internal damage.
Medical and Pathological Information
An autopsy by the Office of the Chief Medical Examiner, City of New York, determined the cause of death as drowning and the manner as accident. FAA toxicology testing detected diphenhydramine in the pilot's blood and urine at levels too low to quantify. Diphenhydramine is a sedating antihistamine with a Federal Drug Administration warning about potential impairment.
Survival Aspects
Examination of the cockpit seat belt/harness and canopy system was conducted by the NTSB Survival Factors Group. At the storage facility, the canopy was in the full-open position. The seat, control stick, and instrument panel were undamaged. The four-point restraint system (lap belt and shoulder harness) functioned normally when tested. The canopy could be operated manually, by an internal motor switch, or by an external switch. The jettison T-handle was tested; when pulled, the canopy released from the rail and departed the cockpit area. The pilot's flight operating instructions recommended jettisoning the canopy before ditching. The pilot's flight helmet showed no impact damage and functioned normally.