Cessna 421C Golden Eagle III

After takeoff from runway 25 at Troutdale Airport, the twin engine airplane climbed to an altitude of 1,700 feet when the pilot was contacted by ATC about the fact that his altitude was well above the VFR altitude restrictions for the Gresham-Troutdale area. The pilot reported handling problem when the airplane entered an uncontrolled descent and crashed onto a house located in Fairview, about two km southwest from runway 07 threshold, bursting into flames. Both occupants as well as one people in the house were killed. The airplane was en route to Saint George, Utah.

Shortly after takeoff, while in initial climb, the twin engine airplane stalled and crashed nearby the runway, bursting into flames. One occupant was rescued while two others were killed. The airplane was destroyed by a post crash fire. It is believed that the pilot encountered technical problems with an engine shortly after liftoff.

The twin engine airplane was on approach to Steamboat Springs-Bob Adams Airport runway 14 when it departed the approach path to the right. It descended to the ground and crashed onto several houses located southwest of the airport, bursting into flames. The airplane was destroyed and both occupants were killed. The airplane was completing a flight from Longmont-Vance Brand Airport.

The airplane was operated on an ambulance flight from Valledupar to Bogotá-Guaymaral Airport, carrying six people, a mother and son, a doctor, a nurse and two pilots. After takeoff from runway 02/20, the airplane reached the altitude of 50 metres then stalled and crashed near trees, bursting into flames. Five occupants were injured and the doctor was killed. The airplane was destroyed by a post crash fire.

The twin engine airplane departed Sunshine Coast-Caloundra Airport at 0733LT on a flight to Pago Pago, US Samoa, with two people on board. About 45 minutes into the flight, while cruising at an approximate altitude of 12,000 feet, the pilot inform ATC about an engine failure and elected to return to Sunshine Coast. He made a 180 turn and reduced his altitude. About 45 minutes later, unable to reach his departure airport, the pilot ditched the airplane some 30 nautical miles east of Sunshine Coast. Both occupants found refuge in a dinghy and were quickly rescued. The airplane sank and was lost.

The twin engine airplane departed Denton Enterprise Airport runway 36 at 1459LT and continued to the west at an altitude of 2,000 feet. Eight minutes later, the pilot initiated a left hand circuit to land at Decatur Airport. While descending on final, the speed decreased and the airplane crashed nearby a wooded area located 6 km short of runway 35. The aircraft was destroyed and the pilot, sole on board, was killed.

The pilot reported that, before the flight, the airplane was fueled with 140 gallons of Jet A fuel. Shortly after takeoff, both engines lost total power. Because the airplane had insufficient altitude to return to the airport, the pilot executed a forced landing to a field and the left wing sustained substantial damage. A postcrash fire ensued. The investigation determined that the airplane was inadvertently fueled with Jet A fuel rather than AVGAS, which was required for the airplane’s reciprocating engines. The line service worker who fueled the airplane reported that there were no decals at the airplane fuel ports; however, postaccident examination of the airplane found that a decal specifying AVGAS was present at the right-wing fuel port. The investigation could not determine whether the same or a similar decal was present at the left-wing fuel port because the left wing was partially consumed during the postimpact fire.

Before taking off, the pilot canceled an instrument flight rules (IFR) flight plan that she had filed and requested a visual flight rules (VFR) on-top clearance, which the controller issued via the Monterey Five departure procedure. The departure procedure included a left turn after takeoff. The pilot took off and climbed to about 818 ft then entered a right turn. The air traffic controller noticed that the airplane was in a right-hand turn rather than a left-hand turn and issued a heading correction to continue a right-hand turn to 030o , which the pilot acknowledged. The airplane continued the climbing turn for another 925 ft then entered a descent. The controller issued two low altitude alerts with no response from the pilot. No further radio communication with the pilot was received. The airplane continued the descent until it contacted trees, terrain, and a residence about 1 mile from the departure airport. Review of weather information indicated prevailing instrument meteorological conditions (IMC) in the area due to a low ceiling, with ceilings near 800 ft above ground level and tops near 2,000 ft msl. Examination of the airframe and engines did not reveal any anomalies that would have precluded normal operation. The airplane’s climbing right turn occurred shortly after the airplane entered IMC while the pilot was acknowledging a frequency change, contacting the next controller, and acknowledging the heading instruction. Track data show that as the right-hand turn continued, the airplane began descending, which was not consistent with its clearance. Review of the pilot’s logbook showed that the pilot had not met the instrument currency requirements and was likely not proficient at controlling the airplane on instruments. The pilot’s lack of recent experience operating in IMC combined with a momentary diversion of attention to manage the radio may have contributed to the development of spatial disorientation, resulting in a loss of airplane control.

The pilot reported that he performed the “before starting engine” and “starting engine” checklists and everything was normal before taking off in the twin-engine airplane. He performed an engine runup and then started his takeoff roll. The pilot reported that about halfway down the runway the airplane was not accelerating as fast as it should. He attempted to rotate the airplane; however, “the airplane mushed off the runway.” The airplane settled back onto the runway, then exited the departure end of the runway, where it sustained substantial damage to the wings and fuselage. The airplane engine monitor data indicated the airplane’s engines were operating consistent with each other at takeoff power at the time of the accident. Density altitude at the time of the accident was 7,170 ft and according to performance charts, there was adequate runway for takeoff. The reason for the loss of performance could not be determined.