Cessna 421B Golden Eagle II

Inversiones 421-0244

Private American

On March 11, 2021, about 1953 eastern daylight time, a Cessna 421B, N80056, was substantially damaged when it was involved in an accident at the Macon County Airport (1A5), Franklin, North Carolina. The pilot and two passengers were not injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. According to the pilot, this was a planned local flight. The pilot stated that it was a normal start, taxi, and run-up before takeoff. He initiated the takeoff roll and called out speeds in 10 knot (kts) increments looking for a rotation speed of 100 kts. He said the airspeed reached 90 kts and the aircraft acceleration “lagged” while only reaching a maximum airspeed of around 92 kts. He noticed that the runway length was decreasing and elected to abort the takeoff with the remaining runway. He pulled both throttles to idle and initiated maximum braking. Examination of the runway by a Federal Aviation Administrator inspector, revealed tire skid marks beginning around 1,200 ft from the runway end and continued off into the grass. The airplane continued down a slope, and through a fence before coming to rest. All of the occupants exited the airplane safely and a post-crash fire ensued. The airplane sustained fire and structural damage to the fuselage.

850 Atlantic Collision

On January 10, 2021, about 1302 eastern standard time, a Cessna 412B, N421DP, was substantially damaged when it was involved in an accident near Old Bethpage, New York. The pilot was seriously injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. According to an inspector with the Federal Aviation Administration (FAA), the pilot took off on runway 32 from Republic Airport (FRG), Farmingdale, New York about 1254 on a local flight. Shortly after departure, the pilot reported that he had a loss of power on both engines and was returning to FRG to land on runway 14. The airplane impacted a solid waste disposal facility, about 2.3 nm northwest of FRG. The pilot was met by first responders and taken to a local hospital for treatment. There was no postaccident fire. Inspectors with the FAA responded to the accident site about one hour after the accident and examined the wreckage. Substantial damage was evident to the fuselage, both wings, and empennage.

Classic Solutions Company

The pilot departed on a short cross-country flight in the twin-engine airplane. Instrument meteorological conditions (IMC) were present at the time. While en route at an altitude of 3,000 ft mean sea level, the pilot reported that the airplane was "picking up icing" and that he needed to "pick up speed." The controller then cleared the pilot to descend, then to climb, in order to exit the icing conditions; shortly thereafter, the controller issued a low altitude alert. The pilot indicated that he was climbing; radar and radio contact with the airplane were lost shortly thereafter. The airplane impacted a field about 7 miles short of the destination airport. Examination of the airplane was limited due to the fragmentation of the wreckage; however, no pre-impact anomalies were noted during the airframe and engine examinations. Extensive damage to the pitot static and deicing systems precluded functional testing of the two systems. A review of data recorded from onboard avionics units indicated that, about the time the pilot reported to the controller that the airplane was accumulating ice, the airplane's indicated airspeed had begun to diverge from its ground speed as calculated by position data. However, several minutes later, the indicated airspeed was zero while the ground speed remained fairly constant. It is likely that this airspeed indication was the result of icing of the airplane's pitot probe. During the final 2 minutes of flight, the airplane was in a left turn and the pilot received several "SINK RATE" and "PULL UP PULL UP" annunciations as the airplane conducted a series of climbs and descents during which its ground speed (and likely, airspeed) reached and/or exceeded the airplane's maneuvering and maximum structural cruising speeds. It is likely that the pilot became distracted by the erroneous airspeed indication due to icing of the pitot probe and subsequently lost control while maneuvering.

Hat Investments

On 5th June, 2018 at approximately 3:45pm local, (Eastern Daylight Time) , a Cessna 421B aircraft crashed in dense bushes shortly after departure from Runway 27 at Rocksound Int’l Airport, Rock Sound, Eleuthera, Bahamas. The crash site was located approximately 2,503 feet / .41 nautical mile (nm) north of the threshold of Runway 09 and 8,588 feet / 1.42 nm from threshold of runway 27. The pilot and 2 passengers were killed and the aircraft was destroyed by impact forces and a post-crash fire. The aircraft made initial contact with trees before making contact with the ground and other trees in dense bushes. The aircraft descended right wing first, in an approximately 40 degree nose-down angle. A crater approximately 12 inches deep and 10 feet long by 5 feet wide was created when the aircraft hit the ground, subsequently crossing a dirt road, before coming to rest partially in an upward incline in trees. The nose of the aircraft came to rest on a heading of 355° degrees. The fuselage of the aircraft was located at Latitudes 24° 53’ 50”N and Longitude 076° 11’33”W. A fire ensued after the crash.

Valnetis Air

The twin engine airplane departed Príbram Airport Runway 06 at 0705LT on a charter flight to Gdansk, carrying one passenger and one pilot. About 30 minutes into the flight, while cruising at an altitude of 14,100 feet, the pilot was cleared to climb to FL180 when he declared an emergency and reported the failure of both engines. The aircraft entered an uncontrolled descent and crashed in a wooded area located 1,5 km northeast of Noviny pod Ralskem, bursting into flames. The aircraft was destroyed by impact forces and a post crash fire and both occupants were killed.

Michael W. Rogers

The 69-year-old commercial pilot was making a personal cross-country flight in the newly purchased airplane. When the airplane was on final approach to the destination airport in night visual meteorological conditions, airport surveillance video showed it pitch up and roll to the right. The airplane then descended in a nose-down attitude to impact in a ravine on the right side of the runway. During the descent over the ravine the right wing came in contact with a powerline that briefly cut power to the airport. Postaccident examination of the airframe, engines, and their components revealed no evidence of mechanical anomalies or malfunctions that would have precluded normal operation. The pilot's toxicology findings identified five different impairing medications: clonazepam, temazepam, hydrocodone, nortriptyline, and diphenhydramine. Although the results were from cavity blood and may not accurately reflect antemortem levels, the hydrocodone, temazepam, and diphenhydramine levels were high enough to likely have had some psychoactive effects. While the exact effects of these drugs in combination are not known, it is likely that the pilot was impaired to some degree by his use of this combination of medications, which likely contributed to his failure to maintain control of the airplane.

Russell N. Smith

The private pilot of the twin-engine airplane departed on the personal flight. During the takeoff roll, all indications were normal. When the airplane accelerated to between 75 and 80 knots, the pilot pulled back on the yoke slowly, and the airplane began to climb. After he raised the landing gear, the pilot noticed that the airplane was not continuing to climb and that the airspeed was 80 knots; he then heard the stall warning horn. The airplane impacted trees about 1/4 mile from the runway, caught fire, and was destroyed; the pilot egressed with minor injuries. The airplane's published minimum control speed was 86 knots and the break ground and climb speed was 106 knots. Given that information, it is likely that the pilot's attempt to rotate and climb the airplane below 80 knots resulted in the airplane being unable to gain altitude and climb above trees at the end of the runway.

Private Dominican

While flying by night, the twin engine airplane crashed under unknown circumstances in the lake of Maracaibo and came to rest few dozen metres off Sabaneta de Palmas. There were no casualties but the aircraft was damaged beyond repair.

Aero One

The twin-engine airplane, flown by a commercial pilot, was departing on a business flight from runway 31 when the right engine lost power. According to a pilot-rated witness, the airplane was about halfway down the 6,500 ft runway at an altitude of about 100 ft above ground level when he heard a "loud pop" and then saw the airplane's right propeller slow. The witness reported that the airplane yawed to the right and then began a right turn toward runway 18 with the right engine's propeller windmilling. The witness further reported that the airplane cleared a tree line by about 150 ft, rolled right, descended straight down to ground impact, and burst into flames. Postaccident examination of the airplane's right engine revealed that the crankshaft was fractured adjacent to the No. 2 main bearing, which had rotated. The crankcase halves adjacent to the No. 2 main bearing were fretted where the case through-studs were located. The fretting of the mating surfaces was consistent with insufficient clamping force due to insufficient torque of the through-stud nuts. Records indicated that all six cylinders on the right engine had been replaced at the airplane's most recent annual inspection 8 months before the accident. In order to replace the cylinders, the through-stud nuts had to be removed as they also served to hold down the cylinders. It is likely that when the cylinders were replaced, the through-stud nuts were not properly torqued, which, over time, allowed the case halves to move and led to the bearing spinning and the crankshaft fracturing. During the accident sequence, the pilot made a right turn in an attempt to return to the airport and did not feather the failed (right) engine's propeller, allowing it to windmill, thereby creating excessive drag. It is likely that the pilot allowed the airspeed to decay below the minimum required for the airplane to remain controllable, which combined with his failure to feather the failed engine's propeller and the turn in the direction of the failed engine resulted in a loss of airplane control.

STS Aviation

The twin engine aircraft, operated by STS Avijacija (STS Aviation), departed Banja Luka on a charter flight to Tuzla, carrying two passengers and one pilot taking part to a foxes vaccination program. While cruising at low altitude, the airplane entered an area of clouds when it impacted trees and crashed on the slope of a mountain located near the Monastery of Ozren, southeast part of the Serbian Republic of Bosnia, bursting into flames. Both passengers were seriously injured and the pilot was killed.

James L. Bostwick

The private pilot reported that he was approaching the airport for landing in the multi-engine airplane when both engines began to surge. The pilot attempted to switch to the auxiliary fuel tanks, but inadvertently switched the left engine fuel selector to the off position. The left engine subsequently experienced a total loss of engine power. On final approach for landing, the airplane impacted terrain and was subsequently consumed by a postimpact fire; the fuel onboard the airplane at the time of the accident could not be determined. An examination of the airplane's engines and systems revealed no mechanical anomalies that would have precluded normal operation.

Hutch Air

The twin engine aircraft was performing a flight from Abbotsford to Tofino with two people on board (a father aged 51 and his son aged 25). On approach to Tofino Airport, on Vancouver Island, the aircraft impacted ground and crashed on Vargas Island, off Tofino. The burnt wreckage was found the following day and both occupants were killed.

Private Mexican

En route from Cuernavaca to Guadalajara, while in cruising altitude, the pilot informed ATC about technical problems with the right engine. He was cleared to divert to Morelia Airport for an emergency landing. On final approach to runway 05, the twin engine aircraft crashed in an open field located about 2 km short of runway. All six occupants evacuated with minor injuries and the aircraft was damaged beyond repair.

John Campbell

The commercial pilot was distracted by the nose cargo door popping open during takeoff; the airplane stalled and collided with trees off the end of the runway. The pilot said there were no mechanical problems with the airplane or engines and that he was fixated on the cargo door and lost control of the airplane. He also said that due to stress, he was not mentally prepared to handle the emergency situation.

Aviation Services Saint Lucia

Following an uneventful flight from Bridgetown-Grantley Adams Airport, the pilot landed at Castries-George F. L. Charles (Vigie) Airport. Upon touchdown, the left main gear collapsed. The aircraft veered off runway and came to rest against a fence. The pilot was uninjured and the aircraft was damaged beyond repair.

Ohara Flying Service

The airplane impacted terrain shortly after takeoff. The wreckage distribution was consistent with a high airspeed, low angle-of-attack impact. Examination of the ground scars and wreckage indicated that the landing gear was down, the flaps were down, and the engines were operating at a high power setting at the time of impact. An examination of the airframe, engines, and related systems revealed no mechanical malfunctions or failures. According to the owner’s manual for the airplane, the flaps should have been retracted and the landing gear should have been brought up as soon as a climb profile was established. Based upon the location of the wreckage, the direction of the impact, and the location of the airport, it is likely that the airplane crashed within one or two minutes after takeoff. The extended landing gear and flaps degraded the climb performance of the airplane. The pilot held an airline transport pilot certificate and had recent night flight experience. Toxicological results were positive for azacyclonol and ibuprofen but were not at levels that would have affected his performance. According to family members, the pilot normally slept from 2230 or 2300 to 0700; the accident occurred at 0015. Although the investigation was unable to determine how long the pilot had been awake before the accident or his sleep schedule in the three days prior to the accident, it is possible that the pilot was fatigued, as the accident occurred at a time when the pilot was normally asleep. The company did not have, and was not required to have guidance or a policy addressing fatigue management.

Copreca

Three minutes after takeoff from Tegucigalpa-Toncontin Airport, while in initial climb, the twin engine aircraft went out of control and crashed few km from the airport, bursting into flames. The aircraft was totally destroyed and all three occupants were killed.

Sebring Air Charter

Prior to the accident flight witnesses observed the pilot "haphazardly" pouring oil into the right engine. The pilot then ran the engines at mid-range power for approximately 20 minutes. The airplane subsequently taxied out of the ramp area and departed. Fire was observed emanating from the right engine after rotation. The airplane continued in a shallow climb from the runway, flying low, with the right engine on fire. The airplane then banked right to return to the airport and descended into a residential area. Examination of the right engine revealed an exhaust leak at the No. 4 cylinder exhaust riser flange. Additionally, one of the flange boltholes was elongated, most likely from the resulting vibration. The fuel nozzle and B-nut were secure in the No. 4 cylinder; however, its respective fuel line was separated about 8 inches from the nozzle. No determination could be made as to when the fuel line separated (preimpact or postimpact) due to the impact and postcrash fire damage. Examination of the right engine turbocharger revealed that the compressor wheel exhibited uniform deposits of an aluminum alloy mixture, consistent with ingestion during operation, and most likely from the melting of the aluminum fresh air duct. Additionally, the right propeller was found near the low pitch position, which was contrary to the owner's manual emergency procedure to secure the engine and feather the propeller in the event of an engine fire.

Volare Air Charter Company

On September 15, 2008 Cessna 421B, N7560Q, was substantially damaged after it collided with mountainous terrain approximately 28 miles northwest of Ojinaga, Mexico, near the border town of Presidio, Texas. The air transport rated pilot and the three passengers were fatally injured. The pilot contacted the Fort Worth Automated Flight Service Station (AFSS), Fort Worth, Texas, at 1016, approximately 15 minutes after he departed El Paso International Airport, El Paso, Texas, and filed a visual flight rules flight plan to Presidio, Texas. The pilot informed an AFSS specialist that he intended to enter Mexican airspace for the purpose of flying over the Luis Leon Dam, but had no intentions of landing in Mexico. The pilot did not request a weather briefing for the flight however, he was informed by the specialist that visual flight rules were not recommended due to mountain obscuration. Onboard the airplane were the pilot, the United States and Mexican Commissioners of the International Boundary and Water Commission (IBWC), and the Executive Director for the Rio Grande Council of Governments. The purpose of the flight was to assess Rio Grande flood conditions at Presidio-Ojinaga and to coordinate joint US-Mexican efforts with local officials to address flood control concerns in the area due to heavy inflows to the Rio Grande from reservoirs inside Mexico as a result of recent storms. The airplane wreckage was located on September 17, 2008, by the Marfa Sector of the US Customs and Border Protection Air and Marine Division, on the west side of the Sierra Grande Mountains, at an approximate elevation of 6,500 feet mean sea level (msl). The airplane came to rest approximately 100-150 feet below the top of a ridgeline on a heading of 055 degrees along victor-airway V81.

Island Times

Prior to takeoff, the pilot contacted Eglin Clearance Delivery for a weather briefing. He was informed of severe thunderstorms in the area and worked out a plan with the Clearance Delivery operator to avoid them. The flight originated from Destin Florida Airport, Destin, Florida about 0832 central standard time en route to Marsh Harbor, Bahamas. Eglin South Approach Control provided vectors to steer the flight around the weather. At 0841:30, the flight was handed off to Tyndall Approach Control. The flight was informed that it was entering "a line of weather that's going to continue for the next 15 miles." At 0844:10, Tyndall Approach Control alerted all aircraft of "hazardous weather." Tyndall Approach Control also informed the flight that their station was not equipped with the same detailed weather radar that Eglin had, and instructed the flight to continue on its current vector, which was provided by Eglin. About 4 minutes later, the pilot contacted ATC to request a block altitude clearance because he was "up and down here quite a bit." The controller provided a clearance for 4,000 through 6,000 feet. The pilot acknowledged the clearance, and there were no further communications with the flight. The pilot and four passengers were fatally injured, and the aircraft was destroyed after impacting the ground near Greenhead, Florida. According to the Sheriff, the property owner who initially located the wreckage, said that there was heavy rain, thunder, lightning and wind in the area at the time of the accident. The NTSB conducted a meteorological study and weather data along with the airplane's track and found it to be consistent with the airplane encountering a level 5 thunderstorm.

Pescara Homes

The 7,660-hour airline transport rated pilot lost control of the twin-engine airplane while attempting to abort the landing. Dark night conditions prevailed for the attempted landing on runway 18. Runway 18 was reported to be 5,280-feet long, by 50 feet wide. The asphalt runway was reported to be dry and in good condition at the time of the accident. The pilot stated in the accident report (NTSB form 6120.1/2) that "I saw the one row of lights on short final and my mind played a trick on me. I had the thought that I was off-course and that those lights were houses." The pilot delayed making the decision to execute a go-around and by the time he added power the airplane had touched down in the "turnaround" area to the right of the approach end of runway 18. During the inadvertent touchdown the airplane rolled to the left and the left propeller struck the ground, resulting in damage to the left engine. The pilot added that he elected to retard the right engine to avoid losing control of the airplane and the airplane impacted the ground to the left of the runway. The airplane came to rest in an area of small bushes and mesquite trees. The pilot was able to egress the airplane unassisted through the main cabin door, and was not injured. A post-impact fire developed and consumed the airplane. The pilot reported that he was familiar with the airport and had operated several airplanes in and out of that location. Weather reported at Del Rio International Airport, located approximately 11 miles north of the accident site, was clear skies, 3 miles visibility, with winds from 150 degrees at 5 knots, temperature of 70 degrees Fahrenheit, and an altimeter setting of 29.95 inches of Mercury. The pilot added that he was not aware that the first 5 or 6 runway lights on the left side of the runway (at the approach end) were out of service when he initiated the night landing approach.

Robert F. Cartwright

Witnesses said that it appeared that the left engine sustained a loss of power just after rotation and liftoff. The airplane initially had a positive rate of climb, but then immediately yawed to the left as it cleared 30-foot-high power lines that were perpendicular across the flight path. The airport is at the east end of a lake in a mountain valley; the airplane departed to the west and was flying over the lake. The airplane was about 2 miles from the runway when witnesses observed dark smoke coming from the left engine, and the smoke increased significantly as the flight continued. The airplane banked hard left with the wings perpendicular to the ground, and then nosed in vertically. The landing gear remained down throughout the accident sequence. On site examination revealed that the top spark plugs for the left engine were black and sooty. A detailed examination revealed that the left turbocharger turbine wheel shaft fractured and separated. Extreme oxidation of the fracture surfaces prevented identification of the failure mode; however, the oxidation was the result of high temperature exposure indicating that the fracture occurred while the turbocharger was at elevated temperature during operation. The multiple planes exhibited by the fracture also were not consistent with a ductile torsional failure as would be expected from a sudden stoppage of either rotor. No evidence of a mechanical malfunction was noted to the right engine. The Cessna Owners Manual for the airplane notes that the most critical time for an engine failure is a 2-3 second period late in the takeoff while the airplane is accelerating from the minimum single-engine control speed of 87 KIAS to a safe single-engine speed of 106 KIAS. Although the airplane is controllable at the minimum control speed, the airplane's performance is so far below optimum that continued flight near the ground is improbable. Once 106 KIAS is achieved, altitude can more easily be maintained while the pilot retracts the landing gear and feathers the propeller. The best single-engine rate-of-climb is 108 KIAS with flaps up below 18,000 feet msl. Section VI of the manual provides operational data for single-engine climb capability. The data was only valid for the following conditions: gear and flaps retracted, inoperative propeller feathered, wing banked 5 degrees toward the operating engine, 39.5 inches of manifold pressure if below 18,000 feet, and mixture at recommended fuel flow.

BCL

The commercial certificated pilot was positioning the multi-engine, retractable landing gear airplane for a corporate passenger flight under Title 14, CFR Part 91, when the accident occurred. Upon landing at the destination, the pilot aborted the landing, and after climbing to about 100 feet agl descended, impacting in a canal. A witness who was not looking towards the runway, reported hearing the sound of a twin engine airplane approaching with the engines at reduced power, and then heard a scraping noise similar to the recent gear-up landing he had witnessed. Looking toward the runway, he said the airplane was midfield, left of the runway centerline, about 20 feet in the air with the landing gear retracted, and that he saw a cloud of dust, and heard what he thought was full engine power being applied. He said the airplane climbed to about 100 feet agl, and disappeared from view. Another witness with a portable VHF radio tuned to the unicom frequency, reported hearing the pilot say he was "doing an emergency go-around." The airplane descended striking utility poles, and impacted in a saltwater canal. An examination of the airport runway revealed a set of parallel propeller strike marks. The left and right sets of marks were 109 and 113 feet long, and the mark's center-to-center measurement is consistent with the engine centerline-to-centerline measurement for the accident airplane. No landing gear marks were observed. The airplane's six propeller blades had extensive torsional twisting and bending, as-well-as extensive chord wise scratching and abrasion. Several of the blades had fractured or missing tips. An examination of the cockpit showed the landing gear retraction/extension handle was in the up/retracted position, and the landing gear extension warning horn circuit breaker was in the pulled/tripped position. The landing gear emergency extension handle was in the stowed position. The nose landing gear was damaged during final impact, and was not functional. During the postimpact examination, both the left and right main landing gear were stowed in the up and locked/retracted position. The landing gear were released/unlocked and operated appropriately using the emergency extension handle. An examination of the left and right main landing gear showed no damage to the wheel doors, leg doors, wheels, or tires. All linkages and locking devices were undamaged, and appeared to function normally.

H K Golden Eagle Inc.

The airplane was destroyed and the occupants fatally injured when it impacted the ground during approach to landing. Examination of the airplane, its engines and propellers, revealed no anomalies that were determined to have existed prior to impact. The propellers were found to have been in their normal operating range and neither propeller was in a feathered position. The quill shafts of both engines showed evidence of damage due to the production of torque. A sound spectrum examination of audio transmissions showed signatures that both engines were operating during the last two radio transmissions from the airplane. Based on radar data, communications and meteorological information obtained during the investigation, the airplane was operating in visual meteorological conditions below an overcast layer of clouds. The radar data showed the airplane as it approached the airport and as it entered a left hand traffic pattern for runway 34. Radio communications confirmed that the airplane had been cleared for a left hand traffic pattern to runway 34. The radar data showed the airplane as it made a turn to the left while its speed decreased to about 82 knots calibrated airspeed as of the last received radar return. This radar return was about 0.1 nautical miles from the accident site and 0.8 nautical miles and 216 degrees from the approach end of runway 34. The airplane owner's manual listed stall speeds ranging from 81 to 94 knots calibrated airspeed for airplane configurations including gear and flaps up to gear down and flaps 15 degrees, and bank angles from 0 to 40 degrees. Flap position could not be determined because the flap chain had separated from the flap drive motor. The owner's manual also listed an approach speed of 103 knots.

Georgia-Cumberland Conference of Seventh-Day Adventists

The airline transport pilot (ATP) stated the airplane was between 200 to 300 feet on initial takeoff climb when the right engine lost power and the airplane yawed to the right. The pilot lowered the nose of the airplane to gain airspeed, pulled the right power lever rearward and nothing happened. The pilot did not feather the right propeller and started moving switches in the vicinity of the boost pump switches. The ATP passenger stated, he did not think the left engine was producing full power. He scanned the instruments with his eyes looking at the manifold pressure gauges. "One needle was at zero and the other was at 25-inches. The manifold pressure should have been 39-inches of manifold pressure. The ATP passenger observed trees to their front and thought the pilot was trying to make a forced landing in an open field to their left. The ATP passenger realized the airplane was going to collide with the trees. Just before the airplane collided with the trees, the pilot feathered the right engine. The ATP passenger observed the right propeller going into the feather position, and the propeller came to a complete stop. Examination of the right engine revealed no anomalies. Examination of the left engine revealed the starter adapter gear teeth had failed due to overload.

Robert S. Brown

The aircraft broke up in-flight during a high speed descent after encountering clouds and reduced visibilities aloft. The weather conditions included multiple cloud layers at 9,000, 12,000 and 16,000 feet, and reduced visibility aloft from smoke and haze from wilderness wild fires that were occurring over large portions of Southern California. The aircraft departed the airport toward a VORTAC to the west, approximately 30 nautical miles (nm) away. The first radar contact was at 1159, and the aircraft's Mode C transponder reported an altitude of 3,500 feet mean sea level (msl). By the time the aircraft reached the VORTAC, the altitude had increased to 4,900 feet msl. The aircraft continued to climb, passing through the VFR flight plan filed altitude of 8,500 feet msl, until it reached an altitude of 12,900 feet msl. The last 6 minutes of radar data reported the aircraft at various altitudes, starting at 11,000 feet msl and climbing to a maximum altitude of 12,700 feet msl. During the last 3 minutes of flight, radar data showed the aircraft made numerous left and right climbing and descending turns, eventually reversing course. The next to last radar return at 1221:24 indicated an altitude of 11,900 feet msl. Nineteen seconds later, the last radar return reported an altitude of 7,700 feet msl. The computed vertical speed between the last two radar returns was 13,263 feet per minute. The wreckage was distributed over a 0.2-nm distance, with the main wreckage approximately 0.5 miles northwest of the last radar return. The northern end of the debris path began with pieces of the left elevator, followed by sections of the right stabilizer and elevator, and more sections from both horizontal empennage surfaces. Pieces of the vertical stabilizer, rudder, and both ailerons were also found along the debris path. The southern 100 feet of the debris path contained the fuselage and both sets of wings, engines, and propellers. The aircraft impacted the ground inverted. The wings separated just outboard of the nacelles at the initial point of impact. Examination of the wreckage showed that all structural failures were the result of overload.

SOGEPA

After takeoff from runway 22 at Libourne-Les Artigues-de-Lussac Airport, while initial climb, the twin engine aircraft made a first slight turn to the right then a turn to the left in a strong left bank configuration. It went out of control and crashed in a wooded area located 2 km from the runway end, bursting into flames. All three occupants were killed.

Air Euro Trans

Shortly after takeoff from runway 28 at Carcassonne-Salvaza Airport, while in initial climb, the aircraft stalled and crashed to the right of the runway. All six occupants escaped with various injuries and the aircraft was destroyed.

Four Twenty One

According to air traffic control communication and radar data, the flight was VFR over the top, approximately 7,900 feet, and requested an IFR clearance to the destination airport. The flight was issued an IFR clearance and, subsequently, was cleared for the localizer runway 03 approach. Radar data indicates that the airplane intercepted the localizer and began tracking inbound. Once the airplane reached the final approach fix, the airplane entered a shallow descent, but did not reach the MDA until after passing the missed approach point (MAP). The airplane flew past the MAP, continued to descend and over flew the runway. The final radar return was captured at 1,200 feet and one mile northeast of the airport, where the airplane was later located. The weather observation facility located at the airport reported that, 11 minutes before the accident, the winds were from 140 degrees at 6 knots, ceiling 200 feet overcast, visibility 1/4 miles in fog, temperature 45 degrees Fahrenheit and dew point 45 degrees Fahrenheit. A person who was at the airport at the time of the accident reported that the "clouds were low and visibility was poor." Toxicological testing performed on the pilot by the FAA's Civil Aeromedical Institute, Oklahoma City, Oklahoma, revealed the following: 0.121 (ug/ml, ug/g) amphetamine detected in blood, 0.419 (ug/ml, ug/g) amphetamine detected in liver, amphetamine detected in kidney, 4.595 (ug/ml, ug/g) methamphetamine detected in blood, 5.34 (ug/ml, ug/g) methamphetamine detected in liver, 3.715 (ug/ml, ug/g) methamphetamine detected in kidney, pseudoephedrine present in blood, and pseudoephedrine present in liver. The airframe and engines were examined and no anomalies were discovered that would have affected operation of the flight.

Brasier Asphalt Company

The non-instrument rated private pilot departed Montrose, Colorado, southbound in a Cessna 421B. According to radar data, the airplane climbed from 14,300 to 16,600 feet msl at a rate of 1,792 fpm. The data shows that 19 seconds later, the airplane lost 4,000 feet of altitude, or descended at a rate of 12,631 fpm. The airplane then climbed back to 13,300 feet msl at a rate of 1,448 fpm, and then disappeared from radar. The airplane crashed in snow covered mountainous terrain. Snowmobilers, who were in the vicinity of the impact site at the time of the accident, said that snow showers made visibility less than 1/2 sm. A pilot departing Telluride Regional Airport (located 33 nm at 045 degrees from the crash site), on a heading of 300 degrees, at approximately 1015 said that it was clear right over Telluride. He said that as he climbed out, he got into weather at 12,000 feet msl, and didn't break out until 22,000 feet msl. He also said that he experienced no icing or turbulence during his climb out.

Robert E. Linville

The airplane impacted the ground in a nose low, inverted attitude. The pilot reported, 'Jeff Tower, N34TM, I've just lost power on the right engine, eh, left engine.' The airplane's altitude was approximately 200 to 400 feet when the airplane's wings wobbled back and forth. The airplane's wings banked approximately 90 degrees to the left, and then the airplane nosed over and impacted the ground. White smoke was seen coming from the belly of the airplane for 1 to 2 seconds about 20 seconds prior to it impacting the ground. The terrain was a flat, hard packed field used for growing grass sod. Both the left and right propellers were found 12 to 18 inches under the hard packed soil. Rotational paint transfer patterns from the propeller blades onto the hard packed soil were evident. The left and right propeller blades exhibited chordwise scratching and leading edge polishing. The #2 cylinder piston was broken and the piston pin was still attached to the piston rod. The NTSB Materials Laboratory examination revealed the fracture face of the #2 exhaust valve stem was consistent with a bending fatigue separation. Both #2 and #6 exhaust valve guides showed heavy wear that ovalized the bores. The annual inspection conducted on March 15, 1999, indicated the compression on the left engine was 80/64, 50, 67, 70, 69, and 62.

Private Danish

The twin engine aircraft departed Stauning Airport at 0000LT on a cargo flight to Manchester with two pilots on board. Shortly after takeoff from runway 27, while in initial climb by night, the crew declared an emergency after the main cabin door opened. The captain reduced both engines power and the aircraft crash landed on the Klægbanke, less than 4 km from the airport. Both pilots were rescued an hour later (they were uninjured) and the aircraft was damaged beyond repair.

John E. Hoesly

Witnesses reported hearing the engines start and shortly thereafter, the airplane taxied to the runway. The pilot then contacted ATC for an IFR clearance. The clearance was given with a short void time. The pilot acknowledged the clearance and began the takeoff ground roll. Witnesses reported that the night-time takeoff roll and engine sound appeared normal. Witnesses near the end of the runway reported that the airplane was observed at about 50 feet above the runway with about 1,000 feet of runway remaining when engine power was reduced on both engines. The airplane was heard to touch down, then engine power was reapplied. Shortly thereafter, the sound of the impact was heard. The airplane collided with the terrain about 600 feet from the end of the runway. During the post-accident inspection of the airplane and engines, no evidence was found to indicate a mechanical failure or malfunction. Documentation of the events indicated that from the time the aircraft began its taxi to the runway, to the time the takeoff roll began, was approximately six minutes in duration. Before the takeoff roll began, the pilot had accepted a clearance with a void time of four minutes. By the time the pilot correctly read back the clearance, less than two minutes remained before the void time. Post accident documentation of the accident site revealed that neither the pilot nor the passenger were wearing their lap belts or shoulder harnesses. It was also noted that the pilot had not yet selected the discrete transponder code as indicated by the clearance.

Rhodes Aviation

Upon reaching an altitude of 400 agl after takeoff, the left side door on the nose baggage door opened. The pilot-in- command initiated a left turn to return to the airport. During the turn the stall horn sounded. The airplane then descended and impacted the terrain. Investigation revealed that both pilots did a portion of the aircraft preflight inspection. Both pilots were qualified to act as PIC for the flight and this flight would typically have been a single pilot operation. However, the company who hired the operator to transport their employees requested two pilots. The operator did not have any written procedures regarding the division of duties for a two pilot operation on this type of aircraft.

Quinn Industries

On May 11, 1998, about 1349 eastern daylight time, a Cessna 421B, N17BN, registered to Quinn Industries, Inc., operating as a 14 CFR 91 personal flight, crashed into Lake Killarney, New Providence Island, Bahamas, while on approach for landing to Nassau International Airport. Visual meteorological conditions prevailed and no flight plan was filed. The airplane received unknown damage, the pilot suffered serious injuries, and two passengers suffered minor injuries. The flight originated about 26 minutes before the accident. According to initial reports, the flight originated earlier that day from St. Thomas, Virgin Islands, with a stop at Governor's Harbour, Eleuthera, for refueling. Upon landing at Governor's Harbour, the pilot was advised no fuel was available and elected to proceed to Nassau for refueling. Some time during the straight-in approach the pilot transmitted he was "low on fuel", and N17BN crashed about 400 yards short of the runway into a swamp.

Kiowa Service

At 1615, the pilot called FSS for a weather briefing and to file an IFR flight plan. He was told that there was thunderstorm activity, which was building in intensity, extending from Raton, New Mexico, to Garden City, Kansas, with some scattered activity in the Oklahoma panhandle. The briefer further reported that the thunderstorm activity was moving east, southeast. The pilot checked in with Albuquerque Center at 1750 during his departure climb to 21,000 feet. At 1755, convective SIGMET 70C was issued for isolated severe thunderstorms located 10 miles north, northeast, of Las Vegas, New Mexico. FAA Order 7110.65J, Air Traffic Control, section 2-6-2, states that 'controllers shall advise pilots of hazardous weather that may impact operations within 150 NM of their sector or area of jurisdiction.' SIGMET 70C was not given to the pilot by the center controller. Radio contact was lost at 1823. The pilot reported that the airplane was in VMC, approaching precipitation, when they encountered hail and the pilot's windshield was broken out which resulted in the airplane's depressurization.

Hanseatic Air

The pilot obtained a preflight briefing and indicated that he would obtain an IFR clearance after becoming airborne; however, he took off and did not activate a flight plan. Witnesses observed the airplane flying north (away from the destination) about 200 to 300 feet above the ground below a low overcast sky condition. One witness said the airplane was flying very slow; he said he was almost able to keep up with it in his vehicle. The witnesses said they saw the airplane roll rapidly to the right and descend toward the ground. It collided with the ground in an approximate 50 degree pitch down attitude. An on-scene examination did not reveal any airframe or control anomaly that would have resulted in the accident. The engines and propellers were disassembled for inspection. Examination of the engines revealed they were capable of producing power. Examination of the propellers revealed both were operating at low pitch settings. About 25 miles north-northwest at Battle Creek, MI, the 1145 edt weather was, in part: 500 feet overcast, visibility 2 miles with fog, wind from 050 degrees at 10 knots.

Roadrunner Airlines

The pilot reported ice accretion en route to his destination and subsequently requested, and received a lower altitude from ATC. The flight was issued a clearance for a VOR-A approach to the Greensburg Airport, and was observed by a witness north of the airport to fly for a short period down runway 18 about seven feet above the runway. The witness then observed the airplane began to climb and fly off in a southerly direction. Other witnesses saw the airplane flying in the vicinity of the airport beneath an overcast ceiling estimated between 300 feet and 1,000 feet AGL. One witness, located about two miles south of the airport, saw the airplane turn sharply left, drop nose low, recover, drop nose low, and then descend from sight behind trees. Investigators and rescue personnel discovered a large amount of ice debris along the flight path and outside the fire ring at the crash site.

Aermar

En route from Olbia to Torino-Caselle Airport, the pilot was informed about the deterioration of the weather conditions and decided to divert to Genoa-Sestri-Cristoforo Colombo Airport. On approach, he was unable to establish on the localizer despite several attempts and finally initiated a go-around procedure. While circling in limited visibility, the aircraft struck the slope of a mountain. All five occupants were killed.

Five Star Aviation

The airline transport pilot reported that shortly after takeoff from runway 36, he heard a loud noise from the left engine area, and observed smoke trailing the left engine nacelle. He confirmed that the left engine was losing power, and he feathered the left propeller. He was unable to maintain altitude, and the aircraft was force landed on wooded terrain. The aircraft caught fire on the ground after colliding with trees and was destroyed. An inspection of the left engine turbocharger revealed that the rotor shaft was seized, with evidence of metal transfer to the bearing journals.

Private Wing Flugreisen

Two foreign pilots took off VFR to remain in the vicinity of an airport on the outskirts of a metropolitan area. No record was found to show the airplane had been fueled either before or after the preceding flight. The flight crew contacted an area approach control and requested an ILS approach to test their ILS equipment without specifying an airport. Approach control issued and the flight crew accepted vectors to another airport for which the pilots had no approach plate or airport information. Vectors took the airplane about 25 miles from the departure airport. The flight crew requested to proceed back to the departure airport. A short time later, the flight crew declared an emergency due to low fuel, then radar contact was lost. Witnesses at a landfill heard an intermittent sound from the engine(s). The airplane came into their view with one engine running, then the engine sound ceased. They indicated the airplane went out of control and crashed, but one engine accelerated just before impact. A small fire was confined to the left wing. Both occupants were killed.

Golden Sierra Aviation

The pilot said he was on the takeoff ground roll at about 100 knots when he discovered that the control lock was still in place. The pilot said he attempted to remove the control lock but could not prior to the aircraft over running the departure end of the 3,400 foot long runway. The aircraft collided with a county sewage treatment building, separating the wings from the fuselage. The aircraft fuselage continued through the building and came to rest on rocks near the beach. All four occupants were seriously injured.

Judith Rea Enterprises

The 3 occupants aboard were: the owner in the left front seat, his wife in the right front seat, and a man hired by the owner to fly the airplane (seat location could not be determined). Prior to takeoff a man telephoned FSS for a weather briefing and to file an IFR flight plan. He told FSS the pilot's name was J. Hamlett; a J. Hamlett was not aboard (it was found later that Hamlett was the maiden name of the wife of the man hired to fly the airplane). Two minutes after takeoff the pilot was told to contact departure; the pilot acknowledged. This was the last recorded radio contact. The airplane collided with a hill obscured by ground fog about 3 miles east of the airport. The man hired to fly the airplane did not possess an airman certificate; his certificate was revoked 2 years prior to the accident. The owner had obtained his private certificate for airplane single-engine land about 1 month prior to the accident, and had not received any multi-engine instruction. All three occupants were killed.

Cebco Aviation

While initiating a cross country flight, the eight place aircraft with nine persons aboard, impacted terrain shortly after takeoff. Ice had been seen on the wings and horizontal stabilizer, and icing conditions were present. The aircraft was over maximum gross weight by a minimum of 258 pounds, and the pilot held an expired student pilot certificate dated august 17, 1984. A copy of a private pilot certificate designating multiengine land and instrument was found in the pilot's personal belongings. Faa officials concluded that it was not a valid certificate. An application for a medical certificate dated may 30, 1991, indicated the pilot had 4,000 hours of flight time. This figure could not be verified. Just prior to takeoff the pilot was observed brushing snow off the wings. Following the accident granular ice was found on the aerodynamic surfaces. The pilot and two passengers were killed while six other occupants were injured.

Ronnie Ray Shanks

A pilot (whose instrument currency could not be determined) took off at night in IMC. Shortly after takeoff, the aircraft crashed about 1.5 mile from the departure end of the runway. There was evidence that it impacted in an 85° right bank, nose down attitude at high speed. No preimpact part failure was found during the investigation; however, during a pre-purchase inspection on 10/16/90, several discrepancies were noted. These included an inop flight director, an autopilot malfunction and a misrigged flight control system that allowed the control wheel to indicate a left turn when the aircraft was in level flight. There was no record of these being repaired. Records showed the pitot-static system was last tested on 3/24/88. The pilot was taking sine-aid and tylenol for a chronic sinus infection. Although tox checks indicated the presence of 50.7 ug/ml of pseudoephedrine and 36.4 ug/ml of acetaminophen in the pilot's urine, none was found in his blood. The sinus cond could have affected the pilot's balance and equilibrium. All six occupants were killed.

Saint Paul Aviation

As the aircraft (N21ST) was en route on a flight from Key West to Naples, FL, the pilot of another aircraft saw a 'fireball' in the vicinity of where N21ST subsequently crashed. When N21ST did not arrive, a search was initiated. The wreckage was found the next day at 1704 est, in the Everglades National Park, near Flamingo, FL. During impact, the main wreckage was buried in 30 feet of mud. The left outboard wing section (from just outboard of the engine nacelle to the wing tip) was found approximately 1 mile from the main wreckage. An exam revealed the wing had failed where the nacelle fuel tank and the aux fuel tank boost pumps were mounted. No exhaust system failure or leakage from the fuel tanks was found in the area of the fire. The greatest fire damage was at a point where the left nacelle fuel tank boost pump was mounted and aft from there to where the rear wing spar had burned thru. The electrical fuel boost pumps were not recovered after the accident. The ignition source for the fire was not determined. All three occupants were killed.

Texfi Industries

Shortly after takeoff, the aircraft was seen flying low over trees, followed by a rapid roll to the left and a collision with wooded terrain. One witness reported seeing gray smoke trailing the left engine before the crash. An inspection of the wreckage revealed the left engine spark plugs were black and heavily sooted. Neither propeller had been feathered before the accident. The landing gear was found in an extended position. Further investigation revealed that Cessna multi-engine service bulletin (SB) 88-3 was not complied with. This SB modified the fuel system to provide for direct pilot (rather than automatic) actuation of the output pressure of the auxiliary fuel pumps. Both engines ran satisfactorily on a test stand following the accident. No other evidence of mechanical failure or malfunction was found. All three occupants were killed.

Eagle Aviation - Malta

The crew was completing a training flight from Malta to Zurich and return with intermediate stops in Rome and Basel. While on an ILS approach to Zurich-Kloten Airport runway 14, while at an altitude of 600 meters, the twin engine aircraft deviated from the glide, proceeded to a flat attitude when it entered a rapid descent and crashed 1,500 meters short of runway. The aircraft was damaged beyond repair and both occupants were seriously injured.

Mid Eastern Airways

The pilot returned to the airport at dusk and made a visual approach to runway 23. He reported that as the aircraft was descending thru 350 feet msl on final approach, it was aligned with the runway, the airspeed was 105 knots and the flaps were extended 25°. However, the aircraft hit trees and crashed about 1/8 mile short of the runway. No mechanical malfunction was reported. The airport elevation was 20 feet. Both occupants were slightly injured.