Accident Description
On August 14, 2024, about 1500 central daylight time, a Cessna A185E airplane, registration N2248T, was involved in an accident near Eveleth, Minnesota. The float-equipped airplane, operated as a Title 14 Code of Federal Regulations Part 91 personal flight, sustained substantial damage when it made a forced landing after the engine stopped operating. The pilot and passenger were not injured.
The pilot reported that shortly after takeoff from a lake, at an altitude of about 75 feet above ground level, the engine suddenly lost power. The pilot conducted a forced landing to an open area of grass at the seaplane base. The airplane touched down hard with the wings level and skidded upright for about 150 feet. The fuselage sustained substantial damage during the hard landing.
Postaccident Examination
Postaccident examination revealed that the wing fuel tanks remained intact. The recovery company drained the fuel from the tanks and collected it into a container. Approximately 30 gallons of fuel, consistent with 100 low lead aviation fuel, was recovered. The fuel tanks had rubber bladders, both showing wrinkling on the lower surfaces. The fuel vents were not obstructed.
The left and right wing fuel cap seals exhibited deterioration and discoloration on the outer surfaces but were otherwise pliable. The fuel cap sealing surfaces on both wings were corroded.
The collected fuel tested positive for water using water finding paste. Visual examination of the collection tank revealed about 1 gallon of water at the bottom.
The engine remained attached to the fuselage. The propeller was still attached, and all three blades were bent with rotational scoring and leading-edge damage. For an engine test run, the propeller was replaced with an intact one. Fuel was supplied from the left wing root fuel pickup. The engine started, idled, and accelerated without hesitation, with no anomalies noted.
Pilot Reports
The pilot stated that the airplane had been parked outside during a significant rain event a few weeks before the accident. After the rain, the airplane was flown in smooth air and then sat for about two weeks before the accident flight. The pilot drained fuel and checked for water before the flight but did not observe any contamination. The pilot reported that after takeoff, the airplane made a significant yaw shortly before the loss of engine power. On the day of the accident, the wind was gusty and the air was bumpy.
Airworthiness Directive Compliance
An Airworthiness Directive (AD) 84-10-01, titled "Bladder Fuel Cells Revision 1," was issued on October 4, 1986. The AD requires a fuel cell fluid retention test and recurrent inspections to prevent power loss or engine stoppage due to water contamination. The AD lists inspection steps and remedial actions. Two options are provided if more than 3 ounces of fluid is found: fabricate and install a placard instructing preflight fuel contamination checks, or install reduced-diameter (raised filler neck) fuel caps. Compliance with the AD was not properly recorded in the airframe log; however, the airplane had reduced-diameter fuel caps installed, which met the AD requirements. Additionally, the recurrent inspections required by the AD no longer apply with the installation of the reduced-diameter filler caps.