Texas

The pilot reported that shortly after lifting off, the airplane began decelerating slowly. He thought the throttles had retarded; however, all of the engine instruments indicated takeoff power. Realizing that he could not return to the airport, the pilot selected a forced landing area and aimed the airplane between two trees. Investigation revealed that both props were at or near feather pitch angles at impact and being driven under power. Both engines had been changed immediately prior to the flight and both ground idle stops had been adjusted after the engine change with the left engine being slaved to the right. The system operated off of a squat switch on the right gear. Misriging of the right engine would be reflected in the left and allow oil pressure to be vented from the domes, which in turn would allow the propeller cylinder springs to drive the props toward feather as the right strut extended during takeoff. The pilot, sole on board, was seriously injured.

At about 1744 cst, before reaching his destination, the pilot reported that during the flight, he had encountered head winds and had only 50 minutes of fuel remaining. He was provided preferential handling, but another flight was also low on fuel. The pilot was cleared for an NDB runway 15 approach. At 1756:49, he acknowledged clearance for the approach. At approximately 1800, unicom advised the current weather was: 700 feet broken, sky obscured with heavy rain, wind variable from 090° to 240° at 24 gusting 29 knots. The pilot did not acknowledge the weather, except to saying a calm voice, 'I hope you have your lights on.' The FBO heard several clicks on the unicom (as if to activate the runway lights), then there was no further radio contact with the aircraft. The aircraft hit trees and crashed about 6 miles west-northwest of the airport. Witnesses reported it was at low altitude and had reversed course before crashing on a southerly heading. The main wreckage came to rest about 380 feet from the initial impact point with trees. No preimpact part failure/malfunction was found. About 42 miles south-southeast at Lufkin, the 1751 cst weather was in part: 200 feet overcast, visibility 3/4 mile with thunderstorms, heavy rw and fog, wind from 020° at 12 knots. Approach minimums: 600 feet cig and 1 mile visibility. All five occupants were killed.

During taxi to takeoff the crew sensed an odor similar to an electrical fire, and smoke became apparent in the cockpit. Both generators and the battery master were secured. The right generator would not accept a load and smoke was coming from the right wing accessory jbox in the right wheel well. Three occupants deplaned and initially extinguished the fire, which reignited due to hot metal and compromised fuel/oil lines. All systems were secured and the pilot then evacuated the airplane, which was consumed by the fire. The pilot estimated that fire fighting equipment did not arrive for 20-25 minutes after the fire began. Faa inspectors were unable to determine the fire source from the burned wreckage. However, the operator's report stated that the right starter solenoid did not open after engine start causing the starter to remain linked to the electrical system. This resulted in a system overload and subsequent electrical fire. Both fuel and oil lines were routed through the right wheel well for cockpit indications.

The passengers and witnesses reported that during takeoff, the aircraft yawed both left and right after lift-off. It then veered to the left and contacted the ground in a left wing low attitude between the runway and a parallel taxiway. An investigation revealed evidence that the left engine had sustained a partial loss of power due to a malfunctioning fuel pump. There were indications the power loss was not sufficient to trigger or allow completion of the autofeathering operation of the left propeller. Feathering of the left propeller had been manually initiated, but the propeller had not reached the feather position before impact. Manual feathering operation required the feathering pump button be held about 5 sec. 'V' speeds (kias) for this flight were: V1 92, VR 99, V2 110, normal VMCA (dead engine propeller feathered, flaps set for takeoff and aircraft out of ground effect) 101, VMCA (dead engine propeller unfeathered/windmilling and flaps set for takeoff) 127 knots. Exam of the actuators revealed the gear was retracted and the flaps were set for takeoff. Both pilots and a passenger who was seating on the jumpseat were killed.

The pilots were making an NDB approach to an uncontrolled airport that was 941 feet msl. The NDB was 1.8 nm from the airport, and the pilots were supposed to maintain minimum descent altitude (MDA) of 1,540 feet until the runway was in sight. Prior to the crash, ATC had told them that they were 15 miles from the airport. Approximately four miles from the airport, the airplane impacted the top of a hill, at a point 990 feet msl. The airplane was demolished by impact and post impact fire. The weather was estimated to be 300 feet overcast and one mile visibility. No mechanical malfunctions were reported or discovered. The lack of a local altimeter setting increased the mda by 240 feet.

Before takeoff, San Angelo AFSS briefer told the pilot computers were down in south Texas for 1.5 hours and no current weather info was available. Current weather info was available at nws at Midland and FSS's at Midland, McAlester and De Ridder, but the pilot didn't call these, nor did the briefer advise him to do so. Pilot didn't update weather in flight. About 38 minutes after takeoff, in area of potential icing, aircraft slowed from 270 to 150 knots ground speed in 4 minutes, then slowed to 100 knots in next 12 seconds. About 33 seconds before reaching 100 knots, pilot requested descent from 15,000 feet to 13,000 feet. At that time, true ground track was approximately 080° with wind aloft about 213° at 43 knots. Before ATC could clear descent, aircraft descended to 14,800 feet, then radar contact was lost after one return at 9,700 feet. Descent rate between last 2 altitudes: 12,750 fpm. No preimpact malfunction was found. IMC existed above 12,500 feet. Freezing level was forecasted at 10,000 feet to 12,000 feet. Aircraft was certified for flight in known icing conditions, but status of anti-ice/deice equipment wasn't determined due to impact/fire damage. Low levels of ethanol were found in tox samples from all occupants; however, there was evidence that the tox samples were unreliable. All five occupants were killed.

The aircraft took off at night from a private/unlighted strip with a professional (ATP) pilot and the non-instrument rated owner/pilot at the controls. After takeoff, the aircraft entered a slight left turn. Subsequently, it hit the top of a tall pine tree, about 80 feet agl and 202 feet left of the runway centerline. The aircraft then crashed into other trees after traveling about an additional 450 feet. No preimpact mechanical problem was found during the investigation. The investigation did not determine which pilot was actually flying the aircraft. Toxicology checks showed the owner had a blood/alcohol level of 0.41‰ (41 mg/dl) and a urine/alcohol level of 0.12‰ (12 mg/dl). Toxicology checks of the professional pilot's blood and urine were negative for alcohol. All five occupants were killed.

The airplane was on a positioning flight and had two passengers along for the ride. The airplane was on base leg when the left engine sputtered. The pilot turned on the secondary boost pump and the engine operated normally until both engines flamed out. During the forced landing in a residential area, the airplane hit a powerline, trees, a house, a fireplug, a tree and a van, then another house. There was no smell of fuel in the entire area, and no usable fuel in the fuel system. All three occupants were seriously injured.

During landing, upon nose wheel contact with the runway, directional control was lost and the aircraft exited the runway hard surface and crossed a ditch collapsing the nose gear. The crew stated that full left rudder and differential braking would not stop the right drift, and that the aircraft was in grass uncontrollable by the time the steering tiller was reached. The nose wheel steering system was extensively damaged by the impact sequence when the nose wheel well aft bulkhead was forced into the steering assembly. The pilot stated that if he had been 'spring loaded to the tiller' that he could have possibly kept the aircraft off the grass.

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.