N582HG

HISTORY OF FLIGHT

On December 6, 2001, about 2258 eastern standard time, a Convair 340-580STC, N582HG, registered to World Aviation Services, Inc., and operated by Trans Air Link Corporation, was ditched in the Atlantic Ocean, near Sunny Isles Beach, Florida, following a precautionary shutdown of the right engine and a subsequent loss of engine power from the left engine. Visual meteorological conditions prevailed at the time and no flight plan was filed for the 14 CFR Part 91 positioning flight from the Fort Lauderdale-Hollywood International Airport (KFLL), to the Opa-Locka Airport, Opa-Locka, Florida. The airplane was substantially damaged and the airline transport-rated captain and first officer sustained minor injuries. The flight originated about 2250, from Fort Lauderdale, Florida.

The captain reported that prior to departing Fort Lauderdale, he went to the airplane after clearing customs from the previous flight from the Bahamas. The first officer performed a quick walk-around which included checking the fuel while he watched. The total fuel capacity was estimated to be between approximately 320 to 340 gallons (2,144 to 2,278 pounds of fuel). The left fuel gauge indicated approximately 200 pounds less than the magna-stick reading while the right fuel gauge agreed with the magna-stick indication. The engines were started, air traffic control was advised the destination was the Opa-Locka Airport, and the flight taxied to the runway. After takeoff the flight proceeded on a heading of 100-110 degrees, climbed to 2,000 feet mean sea level, and while over water, the flight was vectored heading 270 degrees. When the flight was within about 1/2 mile from the shoreline, the captain heard a strange noise he associated with negative torque sense "NTS'ing" from the right engine; there were no lights or indications. A precautionary shutdown of the right engine was performed, and at that point, the left fuel gauge indicated 600-700 pounds of fuel remaining and the right fuel gauge indicated approximately 900 pounds of fuel remaining. The crossfeed valve was opened to provide fuel to the left engine, and air traffic control was contacted and priority handling to the Opa-Locka Airport was requested. He intended on flying to the Opa-Locka Airport on one engine. Air traffic control asked if they were declaring an emergency, and the response was no, he considered the securing of the right engine as a precaution. While the first officer was talking with air traffic control, the same "NTS'ing" occurred to the left engine, which didn't completely lose power. The first officer advised air traffic control that they were going to ditch the airplane. They were unable to see a nearby airport but felt they were close to the Opa-Locka Airport; at that time he didn't know exactly where they were located. He banked to the left and flew towards the ocean, and the left engine lost power completely. The first officer advised air traffic control of the intention of ditching, and he maneuvered the airplane between two buildings, and turned to the south. He wanted to do a restart of the right engine, but didn't think he could because the propeller was feathered, and AC power was needed to unfeather the propeller. The first officer continued talking with air traffic control, and because of safety concerns, a restart of the left engine was not attempted. While flying in a southerly heading at approximately 150 knots, at a low altitude, he asked for full flaps several times. He saw a pier with lights, veered to the left, flared, and heard the tail hit the water.

The first officer stated that during his check of the fuel tanks before takeoff, each fuel tank contained approximately 1,100 pounds of fuel. While in the cockpit with the captain before electrical power was applied, he and the captain agreed on the quantity of fuel on-board as indicated by the "drip sticks." After the engines were started for the flight, the fuel gauges were indicating approximately 200 pounds more than the quantity indicated by the "drip sticks." No fuel was added while on the ground at the KFLL airport. Visual flight rules (VFR) flight following was requested with air traffic control (ATC), and the airplane was taxied to and departed from runway 9L. After takeoff the flight was cleared to climb to 2,000 feet on a heading of 100 degrees, and proceeded over the ocean for approximately 1 minute when the flight was vectored heading 270 degrees. At a point in the flight when the shoreline was in sight, he began hearing a "weird sound coming from the right engine." He checked the rpm and fuel gauges, and noted that the right rpm gauge needle was climbing but never to the green arc; the needle was fluctuating. He was prepared to execute the propeller overspeed checklist but noted that the right fuel gauge needle was "making heavy oscillations", and was moving "strong." It moved twice to zero then returned to the original reading. The left fuel tank gauge needle did not fluctuate. He advised the captain he was losing the right engine and with concurrence from him, performed a precautionary shutdown of the right engine using the emergency handle. Power was applied to the left engine, and rudder trim was applied. The captain also began "transferring" fuel from the right fuel tank to the left engine after the right engine was secured. Air traffic control (ATC) was notified of the situation, and priority handling to the Opa-Locka Airport was requested. He thought about restarting the right engine but did not attempt to due to the circumstances. A short time after securing the right engine, the left engine tachometer began fluctuating as the right had, but to a lesser extent. He advised the captain to fly to the ocean and advised ATC of the intent to ditch. The flight was descending at 1,500 fpm and he intended on lowering full flaps but his attention was diverted outside and he could not confirm that the flaps fully extended. The flight proceeded in a southerly direction paralleling the shoreline, and before ditching east of a buoy, he placed his hand on the flight controls. The ditching was soft and he donned his personnel floatation device (PFD); he smelled fuel in the water.

A witness observed the airplane flying southeast bound towards the ocean and when near the shoreline, the airplane banked to the right flying southbound paralleling the beach. The airplane was ditched east of a buoy and remained floating after the ditching.

Following the ditching, the captain and first officer evacuated the airplane from the first officer's sliding window, waited with the airplane while it moved closer to shore, then made it to the beach with the first officer assisting the captain and assistance from a buoy offered by rescue personnel. While on-shore, the first officer advised his wife in spanish of the ditching, and there was something wrong with the fuel gauges. He advised her he thought they had fuel but didn't, and that he didn't know what occurred because he had fuel and the fuel gauges indicated he had fuel, but then there was no fuel, and everything shutoff. Both occupants were then taken by ambulance to a local hospital for treatment.

Review of recorded radar data from the Miami Air Traffic Control Tower revealed that the first recorded transponder return occurred at 2250:30, at which time the airplane was at 200 feet mean sea level (msl) flying on a easterly heading. The flight continued, climbed to 2,100 feet msl which occurred at 2253:10, while flying a east-southeasterly heading. The next radar return 28 seconds later indicates the airplane was at 2,000 feet msl, on a westerly heading. The airplane maintained the westerly heading and approximately 2,000 feet msl until 2256:34, at which time the airplane was on a east-southeast heading flying at 1,000 feet msl. The airplane remained at that altitude and heading for the next radar target 5 seconds later, at which time the airplane began descending and turning towards a southerly heading. The airplane continued descending while flying on a southerly heading until the last recorded radar return at 2257:48, at which time the airplane was at 200 feet msl flying on a nearly due south heading.

PERSONNEL INFORMATION

The captain was the holder of an airline transport pilot certificate, with a Convair 340/440 type rating, reissued on September 6, 2001. He was the holder of a first class medical certificate which was issued on August 8, 2001, with the limitation, "Holder shall wear lenses that correct for distant vision." He was hired by Trans Air Link in August 2001, and prior to employment had previously flown the Convair 340-580STC airplane. He reported a total flight time of 12,765 hours, with 1,940 hours total time in the accident make and model airplane. He was also reported to have accumulated 1,881 hours as pilot-in-command in the accident make and model airplane.

The first officer was the holder of an airline transport pilot certificate, which was issued on December 12, 2000. He was the holder of a first-class medical certificate which was issued on October 15, 2001, with no limitations. He was hired by Trans Air Link in February 2001, and prior to his employment with that company, had not flown the Convair 340-580STC airplane. He reported a total flight time of 2,569 hours, of which 271 hours were in the accident make and model airplane.

AIRCRAFT INFORMATION

The airplane was initially manufactured as a Convair 340, serial number 46, and was modified in accordance with Supplemental Type Certificate SA4-1100, which included installation of Allison 501-D13D engines. The airplane was equipped with Aero Products propellers model A6441FN-606A. The airplane was also modified in accordance with a Supplemental Type Certificate for installation of Magna-stick fuel level quantity indicators in each fuel tank.

METEOROLOGICAL INFORMATION

A METAR weather observatio...