Cessna 421B Golden Eagle II

The twin engine aircraft departed Stauning Airport at 0000LT on a cargo flight to Manchester with two pilots on board. Shortly after takeoff from runway 27, while in initial climb by night, the crew declared an emergency after the main cabin door opened. The captain reduced both engines power and the aircraft crash landed on the Klægbanke, less than 4 km from the airport. Both pilots were rescued an hour later (they were uninjured) and the aircraft was damaged beyond repair.

Witnesses reported hearing the engines start and shortly thereafter, the airplane taxied to the runway. The pilot then contacted ATC for an IFR clearance. The clearance was given with a short void time. The pilot acknowledged the clearance and began the takeoff ground roll. Witnesses reported that the night-time takeoff roll and engine sound appeared normal. Witnesses near the end of the runway reported that the airplane was observed at about 50 feet above the runway with about 1,000 feet of runway remaining when engine power was reduced on both engines. The airplane was heard to touch down, then engine power was reapplied. Shortly thereafter, the sound of the impact was heard. The airplane collided with the terrain about 600 feet from the end of the runway. During the post-accident inspection of the airplane and engines, no evidence was found to indicate a mechanical failure or malfunction. Documentation of the events indicated that from the time the aircraft began its taxi to the runway, to the time the takeoff roll began, was approximately six minutes in duration. Before the takeoff roll began, the pilot had accepted a clearance with a void time of four minutes. By the time the pilot correctly read back the clearance, less than two minutes remained before the void time. Post accident documentation of the accident site revealed that neither the pilot nor the passenger were wearing their lap belts or shoulder harnesses. It was also noted that the pilot had not yet selected the discrete transponder code as indicated by the clearance.

Upon reaching an altitude of 400 agl after takeoff, the left side door on the nose baggage door opened. The pilot-in- command initiated a left turn to return to the airport. During the turn the stall horn sounded. The airplane then descended and impacted the terrain. Investigation revealed that both pilots did a portion of the aircraft preflight inspection. Both pilots were qualified to act as PIC for the flight and this flight would typically have been a single pilot operation. However, the company who hired the operator to transport their employees requested two pilots. The operator did not have any written procedures regarding the division of duties for a two pilot operation on this type of aircraft.

On May 11, 1998, about 1349 eastern daylight time, a Cessna 421B, N17BN, registered to Quinn Industries, Inc., operating as a 14 CFR 91 personal flight, crashed into Lake Killarney, New Providence Island, Bahamas, while on approach for landing to Nassau International Airport. Visual meteorological conditions prevailed and no flight plan was filed. The airplane received unknown damage, the pilot suffered serious injuries, and two passengers suffered minor injuries. The flight originated about 26 minutes before the accident. According to initial reports, the flight originated earlier that day from St. Thomas, Virgin Islands, with a stop at Governor's Harbour, Eleuthera, for refueling. Upon landing at Governor's Harbour, the pilot was advised no fuel was available and elected to proceed to Nassau for refueling. Some time during the straight-in approach the pilot transmitted he was "low on fuel", and N17BN crashed about 400 yards short of the runway into a swamp.

At 1615, the pilot called FSS for a weather briefing and to file an IFR flight plan. He was told that there was thunderstorm activity, which was building in intensity, extending from Raton, New Mexico, to Garden City, Kansas, with some scattered activity in the Oklahoma panhandle. The briefer further reported that the thunderstorm activity was moving east, southeast. The pilot checked in with Albuquerque Center at 1750 during his departure climb to 21,000 feet. At 1755, convective SIGMET 70C was issued for isolated severe thunderstorms located 10 miles north, northeast, of Las Vegas, New Mexico. FAA Order 7110.65J, Air Traffic Control, section 2-6-2, states that 'controllers shall advise pilots of hazardous weather that may impact operations within 150 NM of their sector or area of jurisdiction.' SIGMET 70C was not given to the pilot by the center controller. Radio contact was lost at 1823. The pilot reported that the airplane was in VMC, approaching precipitation, when they encountered hail and the pilot's windshield was broken out which resulted in the airplane's depressurization.

On March 3,1996, at a time not reported, a Cessna 421B, N69905, registered to Hi Tech Aviation in Scottsdale, Arizona, reportedly crashed into the sea while attempting to land at the airport at Vigan in the Philippine Islands. The weather at the time and the circumstances of the accident were not reported. It was reported that the pilot was the only occupant onboard. According to the Philippine Air Transportation Office, the aircraft arrived in Manila on March 2, 1996. It departed the next day for a flight to Vigan to pick up a passenger with a return to Manila. It was last seen flying over the airport in the traffic pattern for landing. It is presumed to have crashed into the sea. The FAA aircraft records section in Oklahoma City, Oklahoma, indicated that they received a bill of sale from Hi Tech Aviation indicating the aircraft was sold to a company in Manila on 01/19/96.

The pilot obtained a preflight briefing and indicated that he would obtain an IFR clearance after becoming airborne; however, he took off and did not activate a flight plan. Witnesses observed the airplane flying north (away from the destination) about 200 to 300 feet above the ground below a low overcast sky condition. One witness said the airplane was flying very slow; he said he was almost able to keep up with it in his vehicle. The witnesses said they saw the airplane roll rapidly to the right and descend toward the ground. It collided with the ground in an approximate 50 degree pitch down attitude. An on-scene examination did not reveal any airframe or control anomaly that would have resulted in the accident. The engines and propellers were disassembled for inspection. Examination of the engines revealed they were capable of producing power. Examination of the propellers revealed both were operating at low pitch settings. About 25 miles north-northwest at Battle Creek, MI, the 1145 edt weather was, in part: 500 feet overcast, visibility 2 miles with fog, wind from 050 degrees at 10 knots.

The pilot reported ice accretion en route to his destination and subsequently requested, and received a lower altitude from ATC. The flight was issued a clearance for a VOR-A approach to the Greensburg Airport, and was observed by a witness north of the airport to fly for a short period down runway 18 about seven feet above the runway. The witness then observed the airplane began to climb and fly off in a southerly direction. Other witnesses saw the airplane flying in the vicinity of the airport beneath an overcast ceiling estimated between 300 feet and 1,000 feet AGL. One witness, located about two miles south of the airport, saw the airplane turn sharply left, drop nose low, recover, drop nose low, and then descend from sight behind trees. Investigators and rescue personnel discovered a large amount of ice debris along the flight path and outside the fire ring at the crash site.