Accident Overview
On July 8, 2016, at 1810 eastern daylight time, a Piper PA-32-300, registration N1495J, sustained substantial damage when it ditched in Lake Down, Windermere, Florida, following a total loss of engine power. The private pilot and passenger were seriously injured. Visual meteorological conditions prevailed, and no flight plan was filed for the personal flight conducted under 14 CFR Part 91.
Flight Details
The flight departed Executive Airport (ORL) in Orlando, Florida, around 1800, destined for Venice Municipal Airport (VNC) in Venice, Florida. According to the pilot, the accident flight was the third leg of the day. The first two legs, from ORL to Jacksonville Executive Airport at Craig (CRG) and back, were uneventful. The airplane was fully fueled at CRG, and the pilot estimated that about 15 gallons of fuel was used from the right wingtip tank during the return. He recalled switching to the left wingtip tank before departing on the accident flight.
About five minutes after takeoff, while at 1,500 feet mean sea level (msl) in cruise, the pilot began a climb to 4,500 feet msl. Approximately two minutes later, he heard a "popping" sound from the engine. He contacted ORL air traffic control, reporting engine trouble and a need to return. About 30 seconds later, he advised that he was losing engine power and might have to ditch. The pilot performed the "engine power loss in flight" checklist but could not diagnose the problem. The engine subsequently lost all power.
Witness and Video Evidence
A witness about half a mile east of the accident site reported hearing an aircraft fly overhead near the time of the accident. The engine initially sounded like it was "running smoothly, but at reduced power," then stopped for about four to five seconds. The noise resumed for several seconds at reduced power and then stopped again. The witness noted no sputtering or surging.
Another witness captured the final seconds on video, showing the airplane descending into the lake in a nose-low, left-wing-down attitude. The accident site was about 10 miles southwest of ORL.
Pilot Experience and Maintenance
According to FAA records, the pilot held a third-class medical certificate issued February 25, 2016, at which time he reported 275 flight hours. He later reported a total of 350 hours, with 250 hours in the same make and model as the accident airplane. He flew 20 hours in the 90 days and 10 hours in the 30 days preceding the accident, all in the same make and model.
Maintenance records showed the most recent annual inspection occurred October 1, 2015, at which time the engine had 3,750 total hours and 56 hours since overhaul. The airplane flew about 39 hours since that inspection.
Postaccident Examination
The airplane was recovered to a secure facility for examination by an FAA inspector and representatives from the airframe and engine manufacturers. Flight control continuity was confirmed from cockpit controls through recovery cuts to respective control surfaces, except the left aileron, which had an overload fracture at the input rod end. The left wing had separated from the fuselage at the root, with leading edge damage and skin separations along its span. The left fuel tank was breached and absent of fuel; the left tip tank was not recovered. The right wing remained attached and was undamaged; about 25 gallons of fuel were recovered from the right main tank. Recovery personnel noted water pouring from the right tip tank quick-drain, which was found locked open. The three recovered fuel caps (left main, right main, right tip) were secure with vent valves in place, and corresponding fuel pickup screens were clear of debris. The fuel selector valve was out of detent, between the right main and right tip positions. Fuel was present in the valve input lines for all tanks except the right tip line, which was empty.
The engine and nose gear were partially separated from the firewall. Both propeller blades were bent slightly aft at mid-span. Hand rotation of the crankshaft confirmed continuity to the rear accessory section, and valve action was observed on all six cylinders, with thumb compression and suction. All fuel lines from the engine-driven fuel pump to the fuel servo, from the fuel servo to the flow divider, and the flow divider valve and lines to the fuel nozzles were absent of fuel. All six fuel nozzles were clear and unobstructed. Neither of the two magnetos produced spark when rotated.