Cessna 414 Chancellor

A Cessna 414 collided with a tree in a mountainous residential area about 1 mile from the airport. Instrument meteorological conditions with 1/8 mile visibility prevailed and an instrument flight rules (IFR) flight plan was filed, but was not opened. The airplane departed under visual flight rules. The elevation of the collision was about 100 feet higher than the airport. The standard instrument departure procedures for the airport prescribe takeoff minimums of 3,500 foot ceiling and 3 miles visibility. The procedure requires a minimum climb rate of 425 feet per nautical mile, a right turn after takeoff to intercept a 002° radial off a VOR, and a climb to a specified altitude. The airman's information manual recommends that pilots climb to 400 feet agl before turning when executing standard instrument departure under IFR. The airplane was also determined to be about 400 pounds over maximum gross weight at the time of the takeoff. The wreckage examination disclosed no evidence of any pre existing aircraft or engine malfunctions or failures. All four occupants were killed.

A Cessna 414 collided with a level ground while attempting to land during a snow shower. The pilot reported an emergency one minute after departing ifr and requested to return to the airport under visual rules. The pilot indicated to air traffic control that 'I can't get any speed.' The visibility was variable around the airport with the lowest report of 1/2 mile. Witnesses observed the airplane traveling fast at low altitude and indicated both engines were running. Investigation revealed during servicing before the flight, the pitot tube covers were not used. About 1.5 inches of snow had accumulated on the airplane during the refueling and was brushed off. The airplane was seen flying into a snow shower and reversing course. Witnesses reported the airplane's angle of bank to be 80 to 90° with a 20° pitch down attitude. The airplane descended into a snow covered pasture. Witnesses reported the airplane leveled its wing just before impact. Manufacturer's safety and warning supplements indicate inflight ice protection is not designed to remove snow on parked aircraft. The manufacturer recommends use of heated hangars or approved deicing solutions to insure the are no internal accumulations in pitot static system ports. Both occupants were killed.

The twin engine aircraft departed Wels Airport on a short positioning flight to the nearest airport of Linz-Hörsching before continuing to Bratislava. Weather conditions were poor with visibility down to 100 metres due to fog and an RVR of 325 metres for runway 27. After takeoff from runway 27, the aircraft struck tree tops located 1,125 metres past the runway end, lost height and crashed 300 metres further, bursting into flames. The aircraft was destroyed by fire and all three occupants were killed.

While approaching Zanzibar Airport by night on a positioning flight from Dar es-Salaam, the twin engine airplane went out of control and crashed in the sea off Chenguu Island, few hundred metres offshore. The pilot, sole on board was killed.

While loading a patient & his personal gear in the aircraft for an air ambulance flight, the aircraft tipped onto its tail. As a result, the tail bumper was forced upward into the belly of the empennage. The pilot refused the offer to have a mechanic look at the damage, and remarked 'this has happened before.' after takeoff, the pilot radioed to the tower that he had a jammed elevator, and was coming around to land. While maneuvering on a base leg, control was lost & the airplane was observed to crash with one wing perpendicular to the ground. Another airplane was in the takeoff position on the runway. The airplane was configured with a hospital litter/stretcher and oxygen bottle on the right side of the cabin. There was no record for the approval for, or installation of, the stretcher. In addition, there was no weight & balance record for the airplane with the stretcher installation. All three occupants were killed.

The pilot reported that he had lost the left engine during the initial climb phase of a cross-country flight. Ground witnesses observed that the airplane's landing gear was down and the left propeller was feathered as it turned left onto the downwind leg of the traffic pattern. Other witnesses observed the airplane's wings dip before it nosed over into the terrain while turning onto the final approach course. The airplane struck the ground and a fence that separated two residential yards. The wreckage examination disclosed that the left engine's scavenge pump failed. This failure led the pilot to believe that the engine failed. The pilot's improper emergency procedures by failing to retract the landing gear and maintain airspeed precipitated the resulting stall and uncontrolled descent. Both occupants were killed.

The pilot was approaching Atlantic City Airport by night and poor weather conditions when the twin engine aircraft struck the ground and crashed few miles short of runway. The aircraft was destroyed and the pilot, sole on board, was killed.

The pilot initiated a takeoff with snow and ice on the aircraft. During takeoff roll the aircraft became airborne, settled back onto the runway and the pilot attempted to abort the takeoff. The aircraft departed the end of the runway, impacted navigation antennas and rough terrain. All four occupants escaped uninjured.

The pilot received a weather briefing and filed an IFR flight plan from Sitka to Anchorage, Alaska. During takeoff from runway 11 at Sitka, he provided a pirep to the flight service station, saying that he had entered the cloud bases at 700 feet msl. While departing, a left turn was made, and the airplane crashed on Mt Verstovia at the 1420 feet level, approximately 3 miles east of the airport. An on-scene investigation revealed the airplane struck wooded terrain while climbing on a heading of 359°. Several tree limbs had been clean cut (by the propellers); wreckage was spread over a 516 feet area. A standard instrument departure (Sitka 5 sid) was available which would have provided terrain clearance with a right turn-out from runway 11 to an initial climb heading of 280°.

The pilot reported that the aircraft landed normally and during the landing roll a loud 'bang' was heard and the right main landing gear collapsed. An investigation was conducted by an FAA airworthiness inspector. During this investigation, it was noted that a washer in the right main landing gear assembly failed. Subsequent investigation, including a review of the aircraft maintenance records, revealed that cessna aircraft service information letter number ME83-37, dated november 23, 1983 had not been complied with. This service letter recommended replacement of the original washers with a new washer, Cessna part number S1450-5H12-063. (Old part number 5045018-2)