Cessna 421A Golden Eagle I

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.

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.

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.

On approach to Freeport Airport, the twin engine airplane went out of control and crashed in the sea few miles offshore. All five occupants were killed.

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.

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.

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.

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.

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.

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.