Cessna 441 Conquest

The flight was climbing from 5,000 to 10,000 feet and the pilot obtained a maximum altitude of 6,300 feet. The airplane then began to lose altitude and deviate off course. The pilot declared a mayday and reported the airplane was in a spin. Several witnesses near the accident site reported hearing airplane engine noises and seeing the airplane descend from the clouds in a nose-down spiral to the ground. Two AIRMETs were valid at the time of the accident and included the accident location: "AIRMET TANGO update 3 for turbulence ... . Occasional moderate turbulence below a flight level of 18,000 feet due to wind shear ... ." "AIRMET ZULU update 2 for ice and freezing level ... . Occasional moderate rime and/or mixed icing in clouds and precipitation below 8,000 feet." Two pilots who departed in separate Beech 200 airplanes about the time of the accident airplane stated they encountered "moderate rime" icing between 5,000 and 6,000 feet, and one pilot reported instrument meteorological conditions and light turbulence between 1,800 to 6,000 feet. Examination of the airplane revealed no evidence of airframe or engine malfunction. The de-ice ejector flow control valves for the left wing, right wing, and empennage pneumatic boots were removed for examination, and all valves functioned when power was supplied.

Impact forces and fire destroyed the airplane when it impacted the terrain after a loss of control during cruise flight. The pilot received a weather brief by AFSS prior to departure concerning the IFR conditions along the route of flight, which included, rain, freezing rain, icing, turbulence, and snow. The cloud tops were forecast to be 25,000 feet. The pilot filed a flight plan with a cruise flight level of 28,000 feet. About 32 minutes after takeoff, at 1345:58, the pilot reported he had an attitude gyro problem and that he was hand flying the airplane. The airplane's altitude remained at about 28,000 feet for the next seven minutes. At 1352:46, the pilot stated he had an emergency, but at 1352:53, the pilot stated, "Uh it came back on never mind." At 1353:26, the pilot stated, "I need to get to uh anywhere I can get a visual." At 1353:56, the airplane was cleared to climb to 31,000 feet, and radar data indicated the airplane was currently at 27,000 feet. The radar data indicated the airplane went into a series of steep descents and climbs over the next 4.5 minutes until radar contact was lost at 2,500 feet. The pilot of a commercial airline who was flying in the same sector as the accident airplane reported that he heard the accident pilot state that he was in a spin. The commercial airline pilot stated they were flying at 33,000 feet and were "barely above the tops" of the clouds. The airplane impacted the terrain in a steep nose down attitude and burst into flames. The engines, flight controls, and flight instruments did not exhibit any pre-existing anomalies. A witness reported that two days prior to the accident, the pilot had advised him that the airplane's attitude gyro was having problems. There was no record that the pilot had the attitude gyro inspected prior to the accident. A witness reported the pilot routinely flew with the autopilot engaged soon after takeoff. He reported that he had never observed the pilot hand-fly the airplane in instrument conditions.

The pilot was on a visual rules flight from Culebra, Puerto Rico to San Juan, Puerto Rico. No flight plan was filed and a weather briefing was not obtained. The pilot contacted San Juan Radar Approach Control 10 miles east of Fajardo, Puerto Rico and the controller stated the airplane was in radar contact 3 miles east of Fajardo airport. The pilot was instructed to enter a right downwind for runway 10 south of plaza Carolina. The pilot acknowledged the transmission and reported he was at 1,600 feet. Two minutes later the controller stated on the radio frequency, radar contact was lost. The airplane was located by ground personnel on the side of El Yunque Mountain. Review of weather data revealed a weak cold front extended over Puerto Rico. Satellite imagery at the time of the accident revealed a band of low clouds obscuring the accident site. A police helicopter pilot who attempted to reach the crash site reported instrument flight conditions. Examination of the airframe, flight controls, engine assemblies and accessories revealed no anomalies.

The crew (one instructor and one pilot under training) departed Dortmund-Wickede Airport for a training mission. At an altitude of 3,200 feet, while completing stall exercises, the crew lost control of the airplane that crashed in a flat attitude in a sandy field located near Ascheberg, bursting into flames. Both occupants were killed.

During the takeoff roll the pilot stated the right engine had an over torque condition and he was unable to control the aircraft. The aircraft went off the runway to the left and crashed coming to rest upright. A post crash fire erupted and destroyed the aircraft. The mechanic rated passenger stated he was observing the right engine gauges during this maintenance test flight and did not observe any over torque indications. When he looked up from the instruments at about the time the aircraft should lift off, the aircraft was drifting to the left. The pilot, who was looking at the engine instruments, looked up, saw the aircraft was about to drift off the runway, and retarded both power levers. The passenger/mechanic (who was also a pilot) reported that the pilot placed the propellers in reverse. Six thousand feet of runway remained at the abort point. The aircraft pitched up and then crashed on the left wing and nose. Cessna Service Newsletter SLN99-15 and AlliedSignal Operating Information Letter OI 331-17 report an abnormality that may affect the model engine in which an uncommanded engine fuel flow increase or fluctuation may occur, resulting in an unexpected high torque and asymmetric thrust. The condition is associated with an open torque motor circuit within the engine fuel control. A system malfunction resulting in engine acceleration to maximum power would produce an overtorque of about 2,288 foot-pounds (ft-lb). This power output is restricted by a fuel flow stop in the engine fuel control. Normal takeoff power is 1,669 ft-lbs; therefore, one engine accelerating to the stop limit while one engine continued to operate normally would cause a torque differential of 619 ft-lbs. The total loss of power in one engine during takeoff while one engine continued to operate normally would result in a torque differential of 1,669 ft-lbs. The Cessna 441 Flight Manual states that at 91 knots indicated airspeed, the airplane is controllable with one engine inoperative (that is, with a torque differential between engines of up to 1,669 ft-lbs). However, if an electronic engine control failure occurs on one engine and the other engine is retarded to idle, the fuel flow to the failed engine will not be reduced, and a torque differential of about 2,288 ft-lbs will occur, at which point the airplane is uncontrollable by the pilot.

On April 20, 1996, about 1215 Atlantic standard time, N441W, a Cessna 441, crashed on landing in Walkers Cay, Bahamas, while on a 14 CFR Part 91 personal flight. Visual meteorological conditions prevailed at the time and a VFR flight plan had been filed. The airplane was substantially damaged and the private pilot and three passengers reported no injuries. The flight originated from Destin, Florida, about 2 hours 30 minutes earlier. The pilot stated that on final approach he landed short of the runway. The main landing gear sheared off the airplane and the nose gear collapsed.