Cessna 414 Chancellor

The twin engine aircraft departed Monterrey-Del Norte Airport at 0820LT on a flight to Xalapa-El Lencero Airport, Veracruz. While cruising in marginal weather conditions, the airplane crashed in the Sierra Madre Oriental, near the summit of Mirador. The aircraft was destroyed by a post crash fire and both occupants were killed.

Aircraft was substantially damaged when it veered off the runway while landing at Hammonton Municipal Airport (N81), Hammonton, New Jersey. The private pilot was not injured and the commercial pilot-rated passenger received minor injuries. Visual meteorological conditions prevailed, and an instrument flight rules flight plan was filed for the flight. The flight originated from Montgomery County Airpark (GAI), Gaithersburg, Maryland about 1105 and was destined for N81. The personal flight was conducted under the provisions of Title 14 Code of Federal Regulations Part 91. The airplane was being repositioned to N81 in order for the owner's insurance adjuster and a local mechanic to physically inspect previous claim work for damage done during ground handling following Hurricane Sandy. The pilot reported lowering the landing gear during the approach to runway 03, and confirmed that they were extended by observing the landing gear position indicator lights. Immediately after touchdown, the airplane veered to the left. The pilot applied full right rudder, but the airplane continued to veer to the left. After departing the left side of the runway, the airplane struck several trees and was subsequently engulfed in a post-crash fire. According to FAA records, the pilot held a private certificate, with ratings for airplane single- and multiengine land. His most recent FAA third class medical certificate was issued on January 2, 2013. As of April 5, 2013, the pilot reported a total of 587 total hours of flight experience, of which 120 hours were in the same make and model as the accident airplane. The seven-seat, twin-engine, low-wing, retractable tricycle-gear airplane was manufactured in 1977 and was equipped with two Continental Motors TSIO-520, 520-hp engines. Review of the airplane's maintenance logbooks revealed that its most recent annual inspection was completed on October 26, 2012. At the time of inspection, the airplane had accumulated 9,335 total hours in service. The number one and two engines accumulated approximately 735 and 157 total hours of operation since overhaul, respectively. The airplane had flown about three hours since the most recent annual inspection. The 1154 recorded weather observation at Atlantic City International Airport (ACY), Atlantic City, New Jersey, located about 15 miles southeast of the accident site, included wind from 330 degrees at 13 knots, 10 miles visibility, few clouds at 1,600 feet, temperature 11 degrees C, dew point 4 degrees C, and a barometric altimeter setting of 29.83 inches of mercury. N81 was a non-tower-controlled airport equipped with one asphalt runway, oriented in a 03/21 configuration. The runway was 3,601 feet in length and 75 feet wide. The field elevation for the airport was 65 feet mean sea level.

The twin engine aircraft departed Innsbruck-Kranebitten Airport at 0654LT on a private flight to Valencia, Spain, carrying seven passengers and one pilot. VFR conditions prevailed at the time of departure. After takeoff from runway 26, the pilot turn to the south when he encountered limited visibility due to foggy conditions. In IMC conditions, the aircraft contacted trees, lost height and crashed in a wooded area located near the village of Ellbögen, about 15 km southeast of Innsbruck Airport, bursting into flames. The wreckage was found at an altitude of 1,612 metres. Two passengers were seriously injure while six other occupants were killed. The aircraft was totally destroyed by a post impact fire.

The pilot performed an instrument approach to the runway with an approaching winter storm. A review of on-board global positioning system (GPS) data indicated that the airplane flew through the approach course several times during the approach and was consistently below the glideslope path. The airplane continued below the published decision height altitude and drifted to the right of the runway’s extended centerline. The GPS recorded the pilot’s attempt to perform a missed approach, a rapid decrease in ground speed, and then the airplane descend to the ground, consistent with an aerodynamic stall. Further, the airplane owner, who was also a passenger on the flight, stated that, after the pilot made the two “left turning circles” and had begun a third circle, he perceived that the airplane “just stalled.” An examination of the airframe and engine did not detect any preimpact anomalies that would have precluded normal operation. The airplane’s anti-ice and propeller anti-ice switches were found in the “off” position. A review of weather information revealed that the airplane was operating in an area with the potential for moderate icing and snow. Based on the GPS data and weather information, it is likely that the airframe collected ice during the descent and approach, which affected the airplane’s performance and led to an aerodynamic stall during the climb.