Flight History
On 23 July 2001, a Piper PA-28R-200 (registration G-BAAZ, 1971, one Lycoming IO-360-C1C engine) departed Liverpool for Guernsey on a private flight with one pilot and two passengers. Two days earlier, the pilot had flown from Guernsey without incident. Before departure from Liverpool, 55 litres of Avgas were added. Over Exeter, the pilot diverted due to fog at Guernsey and landed at Exeter.
The next day, during the pre-departure run-up, a severe drop on the right magneto was noted. Engineering assistance included checking plugs, leads, and magneto alignment, and replacing the capacitor. Run-up checks then appeared normal, and the flight continued. After takeoff, the pilot climbed to 3,000 ft. While flying along the coast to Berry Head and then out to sea, the engine felt 'lumpy' about 5 miles offshore. The pilot returned to Exeter, and the engine ran extremely roughly 5 miles short of the airfield, though height was maintained. The aircraft landed without further incident. Post-landing power runs showed severe drops on both magnetos, so the journey was abandoned.
On the following morning (23 July), maintenance continued: plugs were cleaned, leads rechecked, and the points and capacitor of the right magneto were replaced, without improvement. The magneto was bench-checked and adjusted, producing good sparks, but when refitted the drop remained severe. A new replacement right magneto was purchased and fitted. Subsequent run-up checks showed no undue drops on either magneto.
Engine Failure and Ditching
The pilot then departed Exeter for Guernsey. After takeoff, he climbed at full power to 3,000 ft and cruised. About 10 minutes after leaving Berry Head, a slight vibration persisted for 2–3 minutes, with no abnormal indications. The flight proceeded normally until about 12 miles from Guernsey, when as the pilot began descent, the engine ran very roughly with extreme speed fluctuations and power loss. Attempts to restore power using mixture, power lever, fuel pump, and tank selection were inconsistent. The pilot informed Air Traffic Control and instructed passengers to don life jackets at about 500 ft; he did not put his own on due to concentration.
As the aircraft approached the water, the door was unlatched and the landing gear override lever was pulled up to prevent gear deployment, a task taken over by the front passenger. The aircraft ditched wheels-up, flapless, with stall warning sounding, onto a mild swell. It remained level and upright upon stopping. The deceleration caused the pilot and front-seat passenger, both wearing lap and diagonal harnesses, to strike their faces on objects: the pilot hit his eyebrow on the coaming, and the passenger struck her chin on the control column. The pilot sustained minor injuries; one passenger also sustained minor injuries. All three occupants exited onto the wing. The pilot extracted and inflated a 4-man dinghy. Two passengers entered the dinghy while the pilot retrieved items from the aircraft. Shortly after, the aircraft tipped on its nose and sank slowly. Two flares were fired; after 25 minutes, a fishing boat and rescue craft arrived. The aircraft was not recovered, so the cause of the engine power loss could not be established.
Observations
The ditching was conducted in daylight in relatively benign sea conditions at low speed with gear retracted, by a pilot who had completed an RAF aircrew ditching survival course. The pilot did not have time to don his life jacket. The report notes that had the head strike rendered him unconscious, the outcome may have been poorer. The pilot and passengers had not worn life jackets before overwater flight because their rubberised vest type became hot and uncomfortable. The report references a previous safety recommendation (98-34) regarding life jacket carriage and wearing, and a subsequent recommendation (2001-94) for the General Aviation Safety Council to compile information on suitable life jackets.