Before He Had Time To Adjust The Throttle Control, The Engine RPM Dropped To Between 1,000 And 1,200

Location: Miami, FL Accident Number: ERA20LA275
Date & Time: 08/05/2020, 1333 EDT Registration: N223AB
Aircraft: PIPER PA25 Injuries: 1 None
Flight Conducted Under: Part 91: General Aviation - Banner Tow

On August 5, 2020, about 1333 eastern daylight time, a Piper PA-25-235, N223AB, was substantially damaged when it was involved in an accident near Miami, Florida. The commercial pilot was not injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 banner tow flight.

The pilot stated that he performed a thorough preflight inspection and no discrepancies were reported. He departed with a full fuel tank and after takeoff threw out the first tow hook but it became draped over the horizontal stabilizer and elevator. He returned for an uneventful landing, secured the airplane and after clearing the tow hook, he inspected the airplane and noted no damage. He contacted tower, taxied to runway 10L, where he performed another engine run-up, and departed, successfully throwing out the tow hook.

He remained in the pattern, picked the banner at 1302, and climbed on an easterly heading to 1,300 ft mean sea level (msl). He leaned the mixture, then at the top of the climb he checked the carburetor heat by applying it for 15 to 30 seconds and noted a 100-rpm drop. He removed carburetor heat and according to company tracking data flew in a southeast direction to Haulover Park, then proceeded in a southerly direction. He flew over the Port of Miami at 1,100 ft msl where he checked the carburetor heat a 2nd time, applying it and leaving on for 15 to 30 seconds, again noting a 100-rpm drop. He removed carburetor heat and continued in a southerly direction. When the flight was south of Fisher Island, he made a radio call on the Watson Island Advisory air-to-air frequency that the flight was at 1,100 ft msl, turning to the north, descending to 700 ft msl. He applied carburetor heat before beginning to descend, but before he had time to adjust the throttle control, the engine rpm dropped to between 1,000 and 1,200.

He checked the magnetos, full and mixture were full forward but that did not restore engine power. Aware of the hazards of dropping the banner he made sure no boats were nearby and he dropped it in the water. Company tracking data reflected a slight left turn towards a southeasterly direction followed by a right turn to a westerly heading. He maneuvered for a forced landing and when the flight was between 50 and 100 ft, the engine sputtered like it wanted to come back. He was fast at touchdown and collided with a fence during the landing roll. The airplane stopped within 40 to 50 ft of the fence impact. He secured the airplane.

According to the FAA inspector who examined the airplane at the accident site, the pilot landed to the west on a road. About 1/2 way down it, the right wing collided with a chain link fence. The airplane then turned right and went down a slight embankment before coming to rest upright. He confirmed there was no fuel contamination in the fuel tank or airframe fuel strainer, and noted only scratches to the propeller blades, though the propeller spinner was damaged. While he and the pilot were present, a company employee started the engine and briefly operated it to idle. During the short duration engine run oil leakage was noted from a damaged oil cooler; the engine was promptly shut down. The airplane was recovered for further examination of the engine and its systems, and the fuel system.

FMI: www.ntsb.gov