Cessna 340

The pilot carried out extensive pre-flight checks of G-KINK which had been little used during the preceding six months. During these checks he established visually that the left main (tip) fuel tank was 30% full and the right main fuel tank was 40% full(the tanks can each hold 51 US gallons which equates to approximately 306 lb per side). Both wing (auxiliary) tanks were full but the locker tanks were empty. At 1539 hrs the aircraft departed Halfpenny Green in CAVOK weather conditions for a brief local flight to the west of the airfield. After climbing to an altitude of 2,500 feet and establishing cruise power conditions, the pilot changed the fuel valve selectors from main to auxiliary tanks on both engines. A few minutes later,he set course for a return to Halfpenny Green and changed the fuel selectors back to main tanks on both engines. At this stage the left tank indicated 50 lb remaining and the right tank indicated 70 lb remaining but the pilot had established during his pre-flight checks that these tank gauges were over-reading. About 13 nm from the airport the pilot lowered one stage of flapand obtained 'clearance' from Halfpenny Green Information foran overhead join for landing on Runway 16 from a left-hand circuit. The aircraft overflew the airport and after reducing engine power to 20 inches manifold pressure and 2,200 RPM, the pilot manoeuvred to the west of Runway 16 where he descended on the 'dead side' in preparation for the downwind leg. In his report to the AAIB, the pilot stated that on throttling back, both engines faltered whereupon he checked that all thethrottle, pitch and mixture levers were fully forward, the fuel pumps were switched on and that main tanks were selected on both engines. He then declared an emergency on the AFIS frequency and requested an immediate left orbit with the intention of landing on Runway 16. Initially power was restored on both engines and the pilot lowered the landing gear in preparation for a shortfield landing on Runway 16. However, at approximately 300 ft agl, whilst still travelling downwind, the left engine stopped. There was no time to feather the propeller but the pilot applied right rudder and, with the aircraft descending rapidly, he decided to force-land straight ahead into a field of standing crop to the north west of the airfield. Unfortunately, whilst manoeuvring to avoid farm buildings, the aircraft's left wing tip struck electricity power lines. During the subsequent crash landing the aircraft slid about 50 yards and latterly it 'cartwheeled' in the standing crop and came to rest upside down. There was no fire and all three occupants remained suspended by their seat harnesses. The pilot noticed a strong smell of fuel which was dripping from the region of the fuel valve selectors. He switched off the battery master and engine magneto switches; he also attempted to select both fuel valves to the OFF position but initially he was unsuccessful. After some difficulty, probably due to the weight of the now inverted boarding steps, the pilot succeeded in opening the main cabin door and together with his passengers, he vacated the aircraft and moved to a safe distance to await the arrival of the emergency services. However, before long, when he was convinced there was no longer any danger of fire, he returned to the aircraft to recover documents and valuables. At the same time he confirmed that the electrical switches were off and he succeeded in turning the left engine fuel valve selector to OFF. However, the right fuel valve selector could not be moved to the OFF position.

The pilot's departure plans were changed, when, instead of flying direct to his originally planned destination, he was asked to pick up a passenger at another airport prior to returning home. He departed for his alternative destination in dark night conditions, leveled off at his cruise altitude and impacted the side of a mountain in level flight about 25 miles from his departure point. Air Traffic Control vectored another aircraft to the vicinity after communications and radar contact were lost. The crew of that aircraft stated that instrument meteorological conditions prevailed at the time in the vicinity of the crash site.

The pilot departed his home base in VFR conditions without filing a flight plan and did not request or receive a preflight or en route weather briefing from the FAA. While en route, he contacted Southern California TRACON (SOCAL) and requested an ILS runway 26 approach to the destination airport. SOCAL cleared the pilot for the approach and to change to an advisory frequency. There was no current weather report available at the airport because the tower was closed, but another pilot who was on the same frequency stated that the airport weather was 'zero zero.' (An automated weather observation system at the airport recorded 'zero zero' conditions near the time of the accident.) Ground witnesses heard the airplane as the pilot began a missed approach. However, the airplane collided with trees and a snack bar building about 1/4 mile northwest of the departure end of the runway. Impact occurred as the airplane was in a right turn through a heading of 345 degrees, which was the opposite direction of turn for the missed approach procedure. Toxicology test of the pilot's blood showed 1.518 mcg/ml Fenfluramine and 0.678 mcg/ml Phentermine; these are appetite suppressant drugs that are chemically related to amphetamines and have a high incidence of abuse. Neither of these drugs was approved by the FAA for use while flying aircraft. The amount of Fenfluramine in the pilot's blood was above a normal level for control of appetite.

On October 29, 1995, about 2152 Universal Coordinated Time, a Cessna 340, N5736M, collided with the ground during an instrument landing system approach at Vienna, Austria. The airplane was operated by Austrian Cessna Aviation, Inc. under the provisions of 14 CFR Part 91, and instrument flight rules. Instrument meteorological conditions prevailed. An instrument flight rules flight plan was filed for the personal flight. The private, instrument-rated pilot, and the five passengers had minor injuries, and the airplane was destroyed by a post-crash fire. The flight departed Barcelona, Spain, about 1810 on the same day.

The non-instrument rated pilot obtained an abbreviated weather briefing for a flight from Las Vegas to Elko, Nevada. He was advised of mountain obscuration, icing and turbulence, and was told that VFR flight was not recommended. A VFR flight plan was filed and activated. The airplane departed Las Vegas at 1414 pdt. The last radio communications with the plane was at 1545 pdt, about 14 miles south of Elko. Several local residents reported a thunderstorm was passing through the area at that time. The airplane was located the next morning about 10 miles southwest of Elko Airport near Grindstone Peak at about 6,000 feet msl. An exam of the airframe and engine at the accident site did not disclose any mechanical problems. During a toxicology test, 4.8 mg/kg of diphenhydramine (an antihistamine) was detected in the pilot's liver tissue. Both occupants were killed.

Air traffic control had cleared the airplane for the ILS approach to runway 24, circle to land on runway 06. The airplane broke off the approach to runway 24, and was observed by a witness at a low altitude, on a left downwind for runway 06, flying in and out of clouds. On the base leg, the airplane turned to the left, and a witness saw the left wing make contact with the ground. One witness said that before the crash, the engine sounded 'like they were at full rpm. Several pilots from the air national guard (ang) at the airport went to the crash site minutes after the crash, and observed ice on the airplane's wings and empennage. One of the ang pilot reported his observation of the ice on the aircraft: 'It appeared to be approximately 1/8 inch in thickness throughout the left and right wing surfaces and the rear empennage sections . . .' Another ang pilot described the weather at the time of the accident as, visibility less then one mile with 'freezing rain and sleet.' The examination of the airplane did not disclose evidence of mechanical malfunction. Both occupants were killed.

At 1316LT, shortly after they had reached 2,000 feet and settled into the cruise, both engines lost power in union. The pilot attempted to identify and rectify the problem by checking the magneto and the fuel pumps switches and changing fuel tanks but, being unsuccessful, transmitted a 'mayday' message to Birmingham ATC. The pilot selected the landing gear down and then, despite some difficulty in finding a suitable field in which to make a forced landing and clearing some trees on the final approach, landed in a field of mature wheat. The aircraft came to rest with all three landing gear legs collapsed and the occupants left the aircraft through the normal passenger door.

On his second visit to Marshfield Airstrip, the pilot noted that the surface wind was blowing from 300°, across the 880 yard long grass strip which is oriented 08/26. He recalled that the strip had a significant slope which he thought was iphill on runway 08 and he decided to land in that direction to take advantage of the deceleration gained by landing uphill. The pilot made two approached to the strip followed by go-arounds during which he assessed the strength of the crosswind which was stronger than forecast. On the third approach the aircraft cleared trees close to the runway threshold and touched down between one third and one half of the way along the strip. The pilot stated that touchdown in this area was a deliberate decision on his part which was justified by the aircraft's ability to stop quickly on an uphill grass surface. Unfortunately, he had in fact landed in the downhill, downwind direction and was unable to stop the aircraft on the wet grass before the end of the strip. The aircraft passed through a low, dry stone wall at the end of the grass at a speed of 15 knots and came to rest some 10 metres beyond it after all three landing gears had collapsed rearwards. No one was hurt and there was no fire; all the occupants were able to leave the aircraft through the normal exit door. §

The pilot was cleared for an instrument approach to the airport. Once clear of clouds, the pilot was observed circling at low altitude on a closed left downwind for runway 30. Witnesses observed that on the turn from base to final, a very steep angle of bank was established as the engine power was heard being increased. Control was lost and the airplane impacted the ground inverted in a nose low attitude. A post impact fire consumed the airplane. The weather at the airport was reported as 900 overcast with 2 miles visibility in fog and haze with a light mist. Official sunset was one minute prior to the impact. Both occupants were killed.

The airplane was cruising at 16,500 feet at night when radar and radio contact were lost. The pilot made no distress radio calls. Recorded radar data showed the airplane in a left descending turn. Other airplanes were deviating around weather in the area. Ground witnesses heard the airplane prior to impact and reported rain. The pilot started flying lessons in march and received his multi-engine rating in june. He had a total of 142 hours flight time, with 25 hours in this make and model airplane and 9 hours total night time. The pilot was not instrument rated.