Cessna 421C Golden Eagle III

The twin engine aircraft departed La Paz-El Alto Airport on a flight to Santa Cruz, carrying two pilots and two technicians. After takeoff, the crew declared an emergency after the right engine failed during initial climb and was cleared to return. On final, the aircraft crashed 500 metres short of runway, bursting into flames. All four occupants were killed.

On final approach to Heringsdorf Airport in poor weather conditions, the twin engine aircraft collided with trees and crashed in a wooded area located 750 metres short of runway 28, bursting into flames. The pilot, sole on board, was seriously injured and the aircraft was destroyed by impact forces and a post crash fire. At the time of the accident, the visibility was about 400 metres with a ceiling at 100 feet, below minimums.

During the final approach, while executing a VOR-A instrument approach, the airplane landed hard, collided with the runway VASI display, and caught fire. The airplane had received radar vectors for the approach and was turned to a 20-degree intercept for the final approach course when 2.5 miles from the initial approach fix. Radar track data showed the airplane continued inbound to the field slightly left of course with a ground speed varying between 135 and 125 knots and a descent rate of approximately 700 feet per minute. The pilot said he descended through the clouds about 850 feet above ground level and saw the airport approximately 1 to 2 miles ahead. He noticed that he was left of the runway centerline and corrected to the right. He realized that he had overcorrected and turned back to the left. The pilot reported that he felt that the approach was stabilized although the descent rate was greater than usual. The airplane impacted the ground about 1,000 feet from the approach end of the runway abeam the air traffic control tower on an approximate heading of 185 degrees. The impact collapsed the landing gear and the airplane slid forward another 1,000 feet down the runway and came to rest approximately midfield on the runway. The pilot stated that he had not experienced any mechanical problems with the aircraft or the navigation equipment prior to the accident. A Special Weather Observation taken at the time of the accident contained the following: sky condition overcast at 500 feet; winds from 230 degrees at 3 knots; visibility 2 miles.

An aircraft mechanic stated one of the airplanes engines was making an unusual noise during takeoff. An Air Traffic Controller stated the flight used about 4,500 feet of runway before lifting off. About 1 minute after being cleared for takeoff, the pilot reported 'were coming around were losing a right engine'. The controller and a witness observed the airplane level off, sway to the left and right, and then descend. The pilot reported he was not going to make it. The airplane was lost from sight behind trees. Post crash examination of the airplane structure, flight controls, engines, and propellers showed no evidence of pre-crash failure or malfunction that would have prevented operation. The landing gear and wing flaps were found retracted. The left and right propellers were found in the low blade angle position and had similar damage. An NTSB sound study of ATC communications showed that at the time the pilot reported they were not going to make it, a propeller signature showed 1,297 rpm and another propeller signature of 2,160 rpm. The engine inoperative procedure contained in the Pilot Operating Handbook for the Cessna 421C, calls for the throttle on the inoperative engine to be closed, the mixture placed in idle cut-off, and the propeller feathered. The Pilot Operating Handbook also showed the airplane would normally use 2,000 feet of runway for takeoff under the accident conditions.

During takeoff climb, the twin-engine airplane encountered a strong downdraft and impacted trees and terrain. The pilot reported that while taxiing to the runway, he scanned the sky with the monochrome weather radar, which was set at the 40-mile range. 'No weather was shown behind the runway and a cell was shown 15 miles from the runway.' The takeoff roll was 'uneventful,' and the airplane was rotated at 95 knots. Climb out was accomplished at 110 knots, the engines were at maximum power, the propellers at maximum RPM, and the manifold pressure was indicating maximum. A 10-degree turn towards the Cotulla VOR was being made when at 1,500 feet msl, a sharp descent was felt with the VSI indicating an 800 ft/min rate of descent. The wings were leveled and the airspeed was slowed to 85 knots. 'The rate of descent slowed to 400 ft/min and then finally to 300 ft/min until impact...' The airplane was destroyed by fire that erupted on impact. A review of doppler weather radar images showed thunderstorms in the vicinity of the airport.

During the takeoff roll at Lanseria Airport, the crew encountered technical problems and elected to abort. Unable to stop within the remaining distance, the aircraft overran and came to rest, bursting into flames. There were no casualties.

The twin engine aircraft departed Bad Vöslau Airport at 0900LT on a private flight to Nice. While approaching Nice-Côte d'Azur Airport in poor weather conditions, the aircraft suffered a double engine failure. The pilot attempted to ditch the aircraft that crashed one nautical mile off Monaco. Four passengers were killed while four other occupants were rescued, among them the pilot, his wife and daughter. The aircraft sank and its wreckage was found four days later at a depth of 165 metres. At the time of the accident, weather conditions were poor with heavy rain falls and hail.

Shortly after takeoff from Hamburg-Fuhlsbüttel Airport, while climbing, the pilot reported engine problems and was cleared to return for an emergency landing. While completing a turn, he lost control of the airplane that crashed in Niendorf, near the airport. The pilot, sole on board, was killed.