Cessna 421A Golden Eagle I

Martin Flores

The owner of the airplane had purchased the airplane with the intent to resell it after repairs had been made. As part of that process, a mechanic hired by the owner had assessed the airplane’s condition, proposed the necessary repairs to the airplane’s owner, and had identified a pilot who would, once the repairs and required inspection annual inspection had been completed, fly the airplane from where it was located to where the owner resided. While the mechanic had identified a potential pilot for the relocation flight, he had not yet completed the repairs to the airplane, nor had he completed the necessary logbook entries that would have returned the airplane to service. The pilot-rated passenger onboard the airplane for the accident flight, was the pilot who had been identified by the mechanic for the relocation flight. Review of the pilot-rated passenger’s flight experience revealed that he did not possess the necessary pilot certificate rating, nor did he have the flight experience necessary to act as pilot-in-command of the complex, highperformance, pressurized, multi-engine airplane. Additionally, the owner of the airplane had not given the pilot-rated-passenger, or anyone else, permission to fly the airplane. The reason for, and the circumstances under which the pilot-rated passenger and the commercial pilot (who did hold a multi-engine rating) were flying the airplane on the accident flight could not be definitively determined, although because another passenger was onboard the airplane, it is most likely that the accident flight was personal in nature. Given the commercial pilot’s previous flight experience, it is also likely that he was acting as pilot-in-command for the flight. One witness said that he heard the airplane’s engines backfiring as it flew overhead, while another witness located about 1 mile from the accident site heard the accident airplane flying overhead. The second witness said that both engines were running, but they seemed to be running at idle and that the flaps and landing gear were retracted. The witness saw the airplane roll to the left three times before descending below the tree line. As the airplane descended toward the ground, the witness heard the engines make “two pop” sounds. The airplane impacted a wooded area about 4 miles from the departure airport, and the wreckage path through the trees was only about 75-feet long. While the witnesses described the airplane’s engines backfiring or popping before the accident, the postaccident examination of the wreckage revealed no evidence of any preimpact mechanical malfunctions or failures that would have precluded normal operation. Additionally, examination of both propeller blades showed evidence of low rotational energy at impact, and that neither propeller had been feathered in flight. Given the witness statement describing the airplane “rolling three times” before it descended from view toward the ground, it is most likely that the pilot lost control of the airplane and while maneuvering. It is also likely that the pilot’s lack of any documented previous training or flight experience in the accident airplane make and model contributed to his inability to maintain control of the airplane. Toxicology testing was performed on the pilot’s chest cavity blood. The results identified 6.7 ng/ml of delta-9-tetrahydracannabinol (THC, the active compound in marijuana) as well as 2.6 ng/ml of its active metabolite, 11-hydroxy-THC and 41.3 ng/ml of its inactive metabolite delta9-carboxy-THC. Because the measured THC levels were from cavity blood, it was not possible to determine when the pilot last used marijuana or whether he was impaired by it at the time of the flight. As a result, it could not be determined whether effects from the pilot’s use of marijuana contributed to the accident circumstances.

Policía Federal Argentina

The twin engine airplane departed El Palomar Airport at 1604LT on a training flight, carrying one passenger and two pilots. While descending to Buenos Aires-Ezeiza-Ministro Pistarini Airport, the right engine failed. The crew was unable to restart the engine and to maintain a safe altitude, so he attempted an emergency landing when the aircraft crashed in an open field located 24 km from the airport, bursting into flames. All three occupants were injured and the aircraft was partially destroyed by fire.

Constructora Maíz Mier

Shortly after take off from Monterrey-Del Norte Airport, while climbing, the pilot encountered unknown technical problems and attempted an emergency landing in the Seventh Military Zone of the Secretary of the National Defense located west of the airport. The aircraft crashed in a pasture and came to rest upside down, bursting into flames. All five occupants were quickly rescued by military personal while the aircraft was partially destroyed by fire.

Intertransavia

In the afternoon, the crew departed Annino AFB (Gorelovo) to complete a local training mission consisting of touch-and-go maneuvers. After two circuits, the aircraft landed normally and the crew took off and started the rotation without informing ATC. After liftoff, at a height of about 10-15 metres, the aircraft rolled to the right to an angle of 70° then stalled and crashed in a kindergarten located one km from the airport, bursting into flames. The aircraft was destroyed and both pilots were killed.

Chase Bales

During the 3.5-hour flight preceding the accident flight, the airplane used about 156 gallons of the 196 gallons of usable fuel. After landing, the airplane was topped off with 156 gallons of fuel for the return flight. During the preflight inspection, a line serviceman at the fixed based operator observed the right main fuel tank sump become stuck in the open position. He estimated 5 to 6 gallons of fuel were lost before the sump seal was regained, but the exact amount of fuel lost could not be determined. The lost fuel was not replaced before the airplane departed. Data from an on board GPS unit indicate that the airplane flew the return leg at an altitude of about 4,500 feet mean sea level for about 4 hours. About 4 minutes after beginning the descent to the destination airport, the pilot requested to divert to a closer airport. The pilot was cleared for an approach to runway 18R at the new destination. While on approach to land, the pilot reported to the air traffic control tower controller, “we exhausted fuel.” The airplane descended and crashed into a forested area about 1/2 mile from the airport. Post accident examination of the right and left propellers noted no leading edge impact damage or signatures indicative of rotation at the time of impact. Examination of the airplane wreckage and engines found no malfunctions or failures that would have precluded normal operation. The pilot did not report any problems with the airplane or its fuel state before announcing the fuel was exhausted. His acceptance of the approach to runway 18R resulted in the airplane flying at least 1 mile further than if he had requested to land on runway 18L instead. If the pilot had declared an emergency and made an immediate approach to the closest runway when he realized the exhausted fuel state, he likely would have reached the airport. Toxicological testing revealed cyclobenzaprine and diphenhydramine in the pilot’s system at or above therapeutic levels. Both medications carry warnings that use may impair mental and/or physical abilities required for activities such as driving or operating heavy machinery. The airplane would have used about 186 gallons of fuel on the 4-hour return flight if the engines burned fuel at the same rate as the previous flight. The fuel lost during the preflight inspection and the additional 30 minutes of flight time on the return leg reduced the airplane’s usable fuel available to complete the planned flight, and the pilot likely did not recognize the low fuel state before the fuel was exhausted due to impairment by the medications he was taking.

Unipolares y Espectaculares del Norte

Shortly after takeoff from Saltillo-Plan de Guadalupe Airport, while in initial climb, one of the engine caught fire. The pilot attempted an emergency landing when the aircraft crash landed in a field past the runway end, bursting into flames. All six occupants escaped with minor injuries and the aircraft was destroyed.

Golden Eagle Air

Shortly after takeoff the pilot experienced a loss of power on the right engine. He attempted to return to the airport to land, but determined that he was not going to reach the runway so he elected to land on a dirt field. He flew under power lines that were in his flight path and attempted to flare the airplane prior to it impacting the terrain. The airplane was equipped with Teledyne Continental GTSIO-520 engines. Post accident examination of the right engine revealed that all of the teeth on the starter adapter gear and several of the teeth on the crankshaft gear were missing. Several gear teeth and metal filings were located in the oil sump. The torsional damper to shaft gear woodruff key was sheared. The torsional damper was placed on a test bench to determine the damping time. The consecutive tests averaged a damping time of 6.9 seconds. The damping time of a new damper is min/max 1.5 to 3.125 seconds. Metallurgical examination revealed 15 starter gear teeth and 11 crankshaft gear teeth were fractured near their root. No indications of preexisting cracking were noted. At least two of the starter gear teeth and several of the crankshaft gear teeth displayed spalling and wear at the pitch line of the teeth. On June 13, 1994, Teledyne Continental issued a Mandatory Service Bulletin, MSB94-4, addressing the possible failure of the starter adapter gear and/or crankshaft gear on GTSIO-520 and GIO-550 engines. On October 31, 2005, Teledyne Continental issued revision, MSB94-4G. The service bulletin called for an inspection of the starter adapter viscous damper and shaft gear backlash every 100 hours of engine operation, and a visual inspection of the starter adapter shaft and crankshaft gear teeth for spalling, pitting, and wear, every 400 hours of engine operation. The Federal Aviation Administration (FAA) issued Airworthiness Directive (AD) 2005-20-04, effective November 1, 2005, requiring compliance with the Teledyne Continental Mandatory Service Bulletin. Maintenance records showed the mandatory service bulletin had been complied with when the right engine was overhauled and installed in March 2001. There was no indication in the maintenance records that either the mandatory service bulletin or the AD had been complied with since the engine was installed. The engine had a total time of 541.9 hours at the time of the accident. The pilot did not follow the published emergency procedures.

Nadia E. Barghelame

The pilot's father had just purchased the airplane for his daughter, and she was receiving model-specific training from a contract flight instructor. Her former flight instructor was aboard as a passenger. The engines were started and they quit. They were restarted and they quit again. They were started a third time, and the airplane was taxied for takeoff. Shortly after starting the takeoff roll, the pilot reported an unspecified engine problem. The airplane drifted across the median and parallel runway, then rolled abruptly to the right, struck the ground, and cartwheeled. The landing gear was down. Neither propeller was feathered. Disassembly of the right engine and turbocharger revealed no anomalies. Disassembly and examination of the left engine and turbocharger revealed the mixture shaft and throttle valve in the throttle and fuel control assembly were jammed in the idle cutoff and idle rpm positions, respectively. Manifold valve and fuel injector line flow tests produced higher-than-normal pressures, indicative of a flow restriction. Disassembly of the manifold valve revealed the needle valve in the plunger assembly was stuck in the full open position, collapsing the needle valve spring. A scribe was used to free the needle valve, and the manifold valve and fuel injector lines were again flow tested. The result was a lower pressure. Plunger disassembly revealed the threads had been tapped inside the retainer and metal shavings were found between the retainer and spring. The Teledyne Continental Motor (TCM) retainer has no threads. GPS download showed that 2,698 feet had been covered between the start of the takeoff roll and the attainment of rotation speed. Maximum speed attained was 132 mph. Computations indicated distance to clear a 50-foot obstacle was 2,000 feet, distance to clear a 50-foot obstacle (single engine) was 2,600 feet, and accelerate-stop distance was 3,000 feet.

Great Northern Aircraft

The airplane joined the inbound course for the GPS instrument approach between the intermediate approach fix and the final approach fix, and maintained an altitude about 200 feet below the sector minimum. The last radar return revealed the airplane to be about 3/4 nautical miles beyond the final approach fix, approximately 1,000 feet left of course centerline. An initial tree strike was found about 1 nautical mile before the missed approach point, about 700 feet left of course centerline, at an elevation about 480 feet below the minimum descent altitude. Witnesses reported seeing the airplane flying at a "very low altitude" just prior to its impact with hilly terrain, and also described the sound of the airplane's engines as "really loud" and "a constant roar." Night instrument meteorological conditions prevailed at the time of the accident. There was no evidence of mechanical malfunction.

Robert A. Rumachik

The pilot reported to Denver Air Route Traffic Control Center (ZDV) that his left engine had an oil leak and he requested to land at the nearest airport. ZDV informed the pilot that Akron (AKO) was the closest airport and subsequently cleared the pilot to AKO. On reporting having the airport in sight ZDV terminated radar service, told the pilot to change to the advisory frequency, and reminded him to close his flight plan. Approximately 17 minutes later, ZDV contacted Denver FSS to inquire if the airplane had landed at AKO. Flight Service had not heard from the pilot, and began a search. Approximately 13 minutes later, the local sheriff found the airplane off of the airport. Witnesses on the ground reported seeing the airplane flying westbound. They then saw the airplane suddenly pitch nose down, "spiral two times, and crash." The airplane exploded on impact and was consumed by fire. An examination of the airplane's left engine showed the number 2 and 3 rods were fractured at the journals. The number 2 and 3 pistons were heavily spalded. The engine case halves were fretted at the seam and through bolts. All 6 cylinders showed fretting between the bases and the case at the connecting bolts. The outside of the engine case showed heat and oil discoloration. The airplane's right engine showed similar fretting at the case halves and cylinder bases, and evidence of oil seepage around the seals. It also showed heat and oil discoloration. An examination of the propellers showed that both propellers were at or near low pitch at the time of the accident. The examination also showed evidence the right propeller was being operated under power at impact, and the left propeller was operating under conditions of low or no power at impact. According to the propeller manufacturer, in a sudden engine seizure event, the propeller is below the propeller lock latch rpm. In this situation, the propeller cannot be feathered. Repair station records showed the airplane had been brought in several times for left engine oil leaks. One record showed a 3/4 inch crack found at one of the case half bolts beneath the induction manifold, was repaired by retorquing the case halves and sealing the seam with an unapproved resin. Records also showed the station washed the engine and cowling as the repair action for another oil leak.

Donald R. Robertson

The pilot and passengers were on a instrument flight returning home. When they were within range of the destination airport, the controller cleared the flight for an instrument approach. Moment later the pilot canceled his instrument flight plan and told the controller that he was below the weather. Low clouds, reduced visibility and fog existed at the destination airport at the time of the accident. The airplane collided with a river bank as the pilot maneuvered for the visual approach. The post-crash examination of the airplane failed to disclose a mechanical problem.

George Fortier III

A witness reported the airplane did not climb above 200 feet and reported seeing the airplane 'wobbling up and down' as it attempted to climb. He reported the airplane went into a sharp left bank and nose dived down. The airplane burned upon impact. The wreckage was located in a wooded area about 3/4 mile from the approach end of runway 30. Numerous open farm fields were located near the airplane's flight path. The winds were reported at 240 degrees at 22 knots gusting to 29 knots. The wreckage path was on a 040 heading and covered about 190 feet from initial tree impact to the location of the main wreckage. The engine inspection did not reveal any anomalies to either engine. The flight was the first maintenance check flight after the airplane had not been flown for 14 months. During maintenance the pilot had put about 100 gallons of water in the left main and left auxiliary fuel tanks to locate a fuel leak. A plug was installed in the left auxiliary fuel drain valve and the fuel tank could not be checked during preflight for fuel contamination without removing the plug.

Launchapart

The aircraft was on a private flight from Elstree to Shobdon in Herefordshire. The meteorological forecast indicated that a warm front was approaching Southern England from the south-west and conditions were generally deteriorating. The visibility on departure from Elstree at 1437 hrs was greater than 10 km with a broken cloud base at 2,500 feet. When the aircraft arrived at Shobdon the visibility was estimated to be 3 to 4 km in light drizzle with a cloud base at approximately 1,200 feet, and the surface wind was 090_/5 kt. The first radio contact between the aircraft and Shobdon was made at about 1502 hrs when the pilot called to say that he was inbound from Elstree. In response to this call he was passed the airfield details. The pilot later called when approaching Leominster and subsequently called downwind for Runway 09 which has a right-hand circuit. The operator of the ground to air radio facility at Shobdon saw the aircraft on the downwind leg abeam the tower at what appeared to be a normal circuit height. He did not observe the aircraft downwind but shortly afterward she heard a brief and indecipherable radio transmission which sounded like a scream. This same transmission was heard by an aircraft enthusiast who was monitoring the radio transmissions on his 'airband' radio. The radio operator repeatedly attempted to make contact with the aircraft but to no avail and so he instructed an aircraft refueller to inform the emergency services that an aircraft had crashed. Analysis of recorded radar data from the radar head at Clee Hill,Shropshire, indicates that the aircraft joined the downwind leg from the east at a height of 1,100 feet. This radar data shows that the aircraft then followed a normal ground track until towards the end of the downwind leg when there was an alteration of track to the left of about 20_ before the aircraft entered a right turn onto the base leg. At the same time as the aircraft altered track to the left it began a slow descent, at about 350 ft/min, from 1,100 feet to 600 feet, at which stage it disappeared below radar coverage. The average ground speed on the downwind leg was 112kt and this reduced to 100 kt as the aircraft descended. Two witnesses saw the aircraft in a position that equates to the base leg. The witness to the east of the aircraft track first heard the sound of an aircraft engine that was unusually loud and then saw the aircraft at an estimated height of 150 to 200 feet, it was descending slowly with the wings level. A loud "cough"from one of the engines was heard "as if it had backfired"followed by a puff of white smoke and then the sound of an engine increasing in RPM. The wings were then seen to rock from side to side as the aircraft went out of sight. The second witness,to the west of the aircraft track, described the aircraft flying very low, between 50 and 100 feet, and slowly descending. He saw that the wings were "wavering", the left wing then suddenly dropped until it achieved a bank angle of about 90_ at which stage the nose dropped and the aircraft disappeared behind some low trees and was heard to hit the ground. Some local farmers immediately went to the crash site. Initially there was no fire or smoke, but a small fire soon developed in the area of the right wing and this was quickly extinguished by the farmers.

MTK Jet

The twin engine airplane had been cleared for a night instrument approach to Galveston, Texas, after flying non-stop from San Diego, California, when the pilot reported that he had lost the right engine and did not have much fuel left. The controller vectored the airplane toward the closest airport, and the airplane was approximately 1 mile northeast of that airport when radar contact was lost. A witness observed the airplane enter a spin, descend in a nose down attitude, and impact near the center of a lake. When the pilot filed his flight plan for the cross country flight, he indicated the airplane carried enough fuel to fly for 7 hours and 30 minutes. At the time radar contact was lost, 7 hours and 32 minutes had elapsed since the airplane departed San Diego. Examination of the airplane revealed no evidence of any preimpact mechanical discrepancies. The landing gear was down, the flaps were extended to about 15 degrees, and neither propeller was feathered. The single engine approach procedure in the airplane owner's manual indicated that the landing gear should be extended when within gliding distance of the field and the flaps placed down only after landing is assured.

Monarch Aviation

During flight, the pilot reported shutting down the left engine due to a loss of oil pressure. He declared an emergency and diverted toward an alternate airport. However, while diverting, radar and radio contact were lost, and the airplane crashed. The wreckage path covered a distance of approximately 60 feet; the descent angle during impact was estimated to be about 45°. Oil was found behind the left engine, on the left flap, on the bottom of the left horizontal stabilizer, and on the bottom of the fuselage. Also, fuel stains were seen in the grass around the airplane. No preimpact fire indications were found. The pilot had reported low oil pressure in the left engine before the accident flight, and purchased seven quarts of oil before departing. No indications of power at impact were seen on either engine or propeller. Numerous abnormalities existed with the left engine. No discrepancies were noted with the right engine. The farmer who found the wreckage reported that sleet was falling at the time of the accident. The pilot of another aircraft reported structural icing conditions.

Keys Family LLC

The pilot was completing the first leg of an IFR flight in a multi-engine airplane. As the airplane was established on final approach, about 5 miles from the airport, the pilot encountered visual meteorological conditions and canceled his IFR flight plan. Moments later, the right engine began to sputter and then lost power. The pilot said that he switched the fuel selector valves to various positions and positioned the fuel boost pump to high-flow; however, during this time, the left engine also lost power. The pilot attempted to start both engines, but without success. During a forced landing, the airplane struck a pole, then crashed into a condominium. A fire erupted, but all 4 occupants survived the accident. Two occupants in the condominium received minor injuries. The pilot believed that he had moved the fuel selector valves to the auxiliary position for about 1 hour during flight; however, the passengers did not see him move the fuel selectors until after the engine(s) lost power. The right fuel selector handle was found between the right main tank and off positions. The left fuel selector was destroyed by post-impact fire.

Phenix Air Service

On approach to Avignon-Caumont Airport while on a positioning flight, the twin engine aircraft crashed on a road and was destroyed. Both pilots were killed.

William E. Hamilton

The left engine lost power just after takeoff. With the gear and flaps retracted and the left propeller feathered, the airplane would climb slightly. As it passed over green fields, the airplane started a descent. The airplane touched down in a cotton field and the left tip tank burst into flames as it touched the ground. The airplane was consumed by fire. Engine teardown revealed the number three exhaust valve failed. Elevation of the accident was 1,600 feet mst, OAT was 114° F. Density altitude was approximately 5,600 feet.

Camel Leasing Company

The newly hired corporate pilot starved the right engine of fuel on the multi-engine airplane while on a local area self checkout in the airplane. He did not feather the right propeller. At the time of the non-mechanical loss of power, the airplane was in low level (600 feet agl) cruise. The pilot lowered the flaps to 45° and extended the landing gear to the down and locked position. The airplane's airspeed decreased below vmc and the airplane stalled, went out of control, and impacted open ranch land nose low, in a vertical descent angle. A post-impact fire occurred. The pilot lacked knowledge of the airplane systems and lacked experience in the Cessna 421. The pilot, sole on board, was killed.

Hubert G. Toll

The pilot contacted the arsa controller for advisories after losing power on the right engine over an air force base. The controller advised the pilot that his position was near a civilian airport with limited maintenance facilities and an air force base. The pilot advised that he desired to continue to a larger civilian airport along his route where he could obtain service. The pilot then informed the controller that he could barley see the ground and that he was unable to maintain altitude due to the propeller not feathering. The aircraft overflew a small civilian airport and the pilot told the unicom operator that he would attempt to land on an interstate highway. The aircraft overflew the highway and impacted an electrical transmission line and collided with a residence. Post accident inspection revealed the right engine #3 cylinder head fractured allowing the head to displace outward 3/8 inch. Fracture resulted from fatigue at threaded area between head and cylinder. The propeller governor operated normally during functional testing after the accident. The pilot, sole on board, was killed.

Starcraft Aviation

The pilot and one passenger were on a business trip in the US from canada. The pilot had the aircraft fuel tanks 'topped off' prior to departure from Kansas City. The flight plan indicated 3 hours 30 min enroute to Albuquerque with 5 hours 30 min of fuel on board. Strong enroute winds and turbulence were forecast along the route of flight. The actual flight was 4.4 hrs. The aircraft crashed while turning from base leg to final at the Albuquerque Intl Airport. Examination of the wreckage revealed no evidence of fuel in or around the aircraft. The manufacturer recommends using the main tanks for 90 minutes before switching to any aux tank to prevent venting of return fuel overboard. Vented fuel will diminish fuel supply. Both occupants were killed.

Minuteman Aviation

This accident occurred during a night, ILS approach to runway 27 in IMC. The aircraft collided with a mountain 12 nm east-southeast of the airport while turning inbound to intercept the localizer course. Investigation revealed that one VOR receiver was set on the destination ILS frequency, the second VOR was set on an en route VOR 51 nm west of the destination airport, and the DME radio, a separate transceiver, was set on the destination DME transmitter. The frequencies of the en route VOR and the destination VOR were 117.1 and 117.7, respectively. The outbound course for the ILS approach procedure was 088° and the accident site was located on the 088 radial of the en route VOR. Investigation also revealed that the pic was occupying the right front seat and an experienced pilot who was not current in this aircraft was occupying the left seat. The second VOR receiver control head was located in the lower right portion of the instrument panel, in a location where the selected frequency was difficult to read. All three occupants were killed.

Tennessee Wings

Aircraft departed coastal airport at night with 400 feet partial obscuration in patchy fog. Ground witnesses who heard aircraft depicted a circling flight path to the right after takeoff. Engine, propellers and turbo teardowns demonstrated both engines were operating at high power and no evidence was found of a pre-impact malfunction. Aircraft never appeared on radar and no communication was attempted after takeoff. Review of pilot records showed atypically low total instrument flight hours. Pic was cleared to maintain runway heading after takeoff and climb to 2,000 feet. Both occupants were killed.

J. Douglas Cameron

The aircraft had been abandoned in the Bahamas for approximately 7 months. A pilot, with no known flight time in a Cessna 421, flew it to Fort Lauderdale. Except to avoid clouds, he made the flight at a low altitude and airspeed. When asked why, he said he was trying to save the engines. The pilot then departed toward an area of dark clouds and thunderstorms. When he did not arrive at the destination, a search was initiated. The aircraft was found 4 days later where it crashed in a steep nose down attitude. Radar data showed the aircraft made several heading changes and was returning to the dep airport before it crashed. The forward part of the aircraft was buried in a swamp, but the aft edges of the wings, fuselage and empennage were visible above water. The props had rotational damages; no preimpact mechanical failure or malfunction was evident. An exam of the right eng revealed its #2 pushrods and rocker arms/shafts/retainers had been removed before flight. Also, a #2 spark plug was stowed with its ignition lead attached. The aircraft owner was not found. The pilot's medical certificate was dated 5/28/85.

Donald A. Henke

The pilot began taking off from a downward sloping, 2,300 feet runway in light winds. The reported temperature was 92°; the density altitude was about 2,500 feet. The pilot reported the aircraft accelerated normally to V1 speed; however, it hit the tops of trees about 350 to 500 feet beyond the runway, then struck the ground after traveling about another 1,000 feet. Performance charts showed the aircraft would have needed a takeoff distance of 2,200 feet to clear a 50 feet obstacle in calm wind. The pilot reported the wind was from 010° at 3 to 5 knots. A witness reported a 3 to 5 knot tailwind. No preimpact part failure or malfunction was found.

David D. Weaver

Witnesses reported a normal takeoff and climb was made to an altitude of approximately 400 feet agl at which time engine power ceased/decreased. The right wing then dropped, the nose and left wing rose and the aircraft entered a near vertical descent to ground impact. Post accident examination of the engines and turbochargers failed to disclose any pre-impact failures. Examination of the prop governors disclosed an rpm setting below takeoff or climb power; however, exact rpm setting could not be determined. The pilot had recently purchased this aircraft and most of his multi-engine experience was in Beech Barons. The throttle quadrant location of the throttle and prop controls on the Baron are in the reverse position of those on the Cessna 421. The pilot also had not been check out in the Cessna 421. All four occupants were killed.

Sunrise Aviation

After takeoff from Inverness, NS, the aircraft suffered an engine failure. The pilot attempted an emergency landing when the aircraft crashed, bursting into flames. There were no serious injuries among the occupants but the aircraft was destroyed.

John Chura %26 Joseph Heinlein

During flight, the pilot transmitted to ARTCC 'we've got a problem, we're losing altitude.' The controller provided a vector to the nearest airport, but shortly after that, the pilot stated that he would not be able to reach the airport. The pilot did not inform ARTCC of his specific problem, except to say that the aircraft was descending rapidly. Subsequently, the aircraft crashed in a wooded area about 1/2 mile from an open area. During the investigation, about 1 quart of fuel was found remaining in the left inboard (aux) fuel tank. All of the other tanks were ruptured from impact. No evidence of fuel spillage was found at the accident site. The left prop was found in the feathered position and the right prop was found partially feathered. No preimpact part failure or malfunction was found. Both engines were started and both operated satisfactorily, after fuel was supplied by temporary tanks. The pilot and two passengers were killed while a fourth occupant was seriously injured.

Ralph Anderson

Investigation revealed that the pilot aborted two takeoff attempts due to a 'roughness' in one engine. Not able to duplicate the roughness during subsequent ground checks, the pilot departed. At an altitude of 300 feet agl the left engine began to surge and the right engine, according to the pilot, 'seemed to be delivering no power either and I could feel the plane decelerating.' The pilot stated he turned the aircraft to miss a housing development. A witness stated that the left wing dropped and the aircraft dove into the ground at about 45° angle. Investigation failed to reveal any reason for loss of engine power. Both passengers were seriously injured and the pilot was killed.

Odom Flying Service

About 20 minutes after takeoff the pilot reported the right engine had lost power and the aircraft would not maintain altitude. Vectors were provided for an emergency landing, but the aircraft crashed in a wooded area about 3 miles from the airport. There was evidence that the gear and flaps had been extended and the aircraft had entered a turn before impacting. Both props had evidence of low to moderate power and neither was feathered. An exam revealed unsymmetrical wear on the blades of the right turbocharger; its thrust spacer, pn 406990-9004, was worn and there was evidence of oil leakage. The 13 qt, right engine oil system had only 6.85 qts of oil remaining. Both turbochargers had been installed during an annual inspection in april 1983 and previously had been overhauled. The aircraft was estimated to be 844 lbs over its max weight limit and the aircraft cg limit was exceeded by about 4.8 inches. Six of the passengers were not restrained by seat belts. An associate estimated that the pilot had only 4 to 6 hours of rest in the previous 3 to 4 days. All eight occupants were killed.

Private American

During the takeoff roll from George Town Airport, Exuma, one of the engine failed. Control was lost and the airplane veered off runway and came to rest. There were no casualties while the aircraft was damaged beyond repair.

Atlas Plastics Corporation

During a VOR approach to runway 05 when 3 miles away from the airport at minimums ground contact was not made. The pilot stated that she elected to perform a missed approach but before power was applied the copilot raised the flaps. She further stated that she then felt a sinking feeling and put in more power. The aircraft crashed in an open field approximately 2.3 miles southwest of the airport. A pilot was killed while two other occupants were seriously injured.

Bruce L. McWhorter

The flight departed the Tamiami Airport, Miami, Florida at approximately 2100 est on February 9, 1982. There was no flight plan filed and the purpose, destination, and locations of possible enroute stops were not determined. The next reported communication with the flight was at 0533 on February 11, 1982 when the following transmission was recorded on the Miami international airport's control tower frequency: "mayday-mayday-mayday twin Cessna 421CC going in west of Miami, going in west of Miami." The aircraft initially impacted the terrain while on an easterly heading in a near level attitude. It bounced and impacted the second time in a 40° nose down attitude and flipped inverted. The wing fuel tanks ruptured in the crash but the main tanks were intact and found void of fuel. Both propellers separated during the crash sequence and the blade distortions were not indicative of power at the time of impact.

R. J. Mellon

On approach to Long Beach, both engines flames out. The pilot attempted an emergency landing when the airplane struck power cables and a fence before coming to rest. All four occupants escaped with minor injuries while the aircraft was damaged beyond repair.

George P. Tsiotis

While descending to Fort Lauderdale-Executive Airport, the pilot was instructed to initiate a go-around as a private Cessna 172 registered N739DV was on the runway. Its pilot, sole on board, was completing local touch-and-go manoeuvre. Twenty seconds later, ATC informed the pilot of the Cessna 421 that the C172 was on his right. Both airplanes collided and crashed near the airport, bursting into flames. All six occupants in both aircraft were killed.

Private Venezuelan

The twin engine airplane, chartered by the Portuguese Government, was engaged in a special flight from Lisbon to Porto, carrying various members of the Portuguese Government. Shortly after takeoff from Lisbon-Portela de Sacavém Airport, while climbing by night, the twin engine airplane lost height and crashed onto several houses located in the district of Camarate. The aircraft was totally destroyed and all seven occupants were killed. There were no casualties on ground. Occupants: Mr. Francisco Sa Carneiro, Prime Minister, Mrs. Francisco Sa Carneiro, Mr. Amaro da Costa, Minister of Defence, Mrs. Amaro da Costa, One Chief of Cabinet and two pilots.

Cooper-Bregstein Realty Company

En route from Myrtle Beach to Farmingdale, the pilot encountered engine problems, informed ATC about his situation and was vectored to Norfolk for an emergency landing. The aircraft descended from 8,000 to 3,000 feet when the pilot realized he could not reach Norfolk Airport. He attempted an emergency landing when the aircraft crash landed in an open field. Both occupants were seriously injured and the aircraft was destroyed.

Phillip Moss %26 Company

On approach to Kansas City-Charles B. Wheeler-Downtown Airport, the pilot encountered very bad weather conditions with low ceiling, fog and windshear. In a zero visibility, he failed to realize his altitude was too low when the airplane struck trees and crashed in flames few miles short of runway 19 threshold. The aircraft was destroyed upon impact and all three occupants were killed.

Private German

En route to Palermo, the pilot encountered an unexpected situation, reduced his altitude and ditched the aircraft in the Tyrrhenian Sea, about 130 km northwest of Palermo-Punta Raisi Airport. The pilot took place in a dinghy and was rescued 40 hours later by the crew of the ferry 'Freccia Blue'. The aircraft sank and was not recovered.

Air Toulouse

On approach to Milan-Linate Airport, an engine failed. The pilot lost control of the airplane that stalled and crashed on a road. All four occupants were killed.

Private American

At takeoff, the twin engine airplane stalled and crashed in flames. The pilot, sole on board, was killed.

Dobbs-Leventhal

After takeoff from Atlanta-DeKalb-Peachtree Airport, while climbing, an engine failed. The crew lost control of the airplane that stalled and crashed by the airport. A pilot was killed while the second occupant was seriously injured.

International Leasing Corporation

A double engine failure in flight forced the pilot to attempt an emergency landing. The aircraft crashed in flames on a golf course located by the Medellín-Enrique Olaya Herrera Airport. There were no injuries but the aircraft was destroyed by a post crash fire.

Private Colombian

The twin engine airplane departed Cali-Alfonso Bonilla Aragón Airport at 1742LT on a flight to Bogotá with five passengers and a pilot on board. On final approach to Bogotá-El Dorado Airport, a passenger informed ATC that the pilot suffered a heart attack and was trying to land. Shortly later, the airplane entered a dive and crashed in flames. The aircraft was totally destroyed and all six occupants were killed.

Electro-Enterprises

On the leg from Hagerstown to Pueblo, the crew encountered very bad weather conditions with thunderstorm activity, turbulences and icing. Control was lost and the airplane entered a dive during which elevators and stabilizers detached. The airplane then crashed in the Clark National Forest and was destroyed on impact. All five occupants were killed.

Yingling Aircraft

During the takeoff roll at Tulsa Airport on an runway covered by slush, the pilot started the rotation prematurely. The airplane climbed a few feet then stalled and crashed back onto the runway. Out of control, it veered off runway and came to rest. Both occupants were slightly injured and the aircraft was damaged beyond repair.

King Tire Company

On approach to Plymouth Airport, the pilot encountered poor visibility due to fog. Too low, the twin engine airplane struck tree tops and crashed in flames few miles short of runway. The aircraft was destroyed and all five occupants were killed.

Aero Consultant Service

The twin engine airplane was completing a flight from Palermo to Milan with an intermediate stop in Rome for refueling. Four minutes after his departure from Rome-Urbe Airport, while climbing to an altitude of 1,500 meters, the crew informed ATC about technical problems. Control was lost and the airplane crashed in a huge explosion near several houses located in La Storta, about 12 km north of Rome-Urbe Airport. The aircraft was totally destroyed and all seven occupants were killed.

Prescott Valley Flying Service

On approach to Palm Springs Airport, the twin engine airplane went out of control and crashed in an isolated area. The wreckage was found a day later and all three occupants were killed.

Picoma Industries

On final approach to Jefferson-Ashtabula County Airport, the pilot completed a steep left turn to join the approach path when the twin engine airplane stalled and crashed in flames. Both occupants were killed.