Lakeland

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.

After takeoff, the pilot transmitted to ATC controllers that he had lost power in an engine. He made a steep turn to the left back toward the airport, then a right turn toward the runway. The aircraft's nose dropped in the right turn, and the aircraft crashed nose first on a taxiway. Post crash examination of the aircraft structure and flight control systems revealed no preimpact failure or malfunction. The left propeller was found in the feathered position, and the right propeller was found in a high blade angle. The right propeller had damage consistent with the engine operating. Teardown examination of the engines and propellers showed no findings that would have resulted in engine or propeller malfunction or failure. At the time the aircraft was purchased by the pilot in March 1996, he had not flown for about 10 years. Since purchasing the aircraft, he had logged 2.5 hours of transition/checkout in the airplane and had flown it for a total of about 22 hours, mostly on 'sightseeing flights.'

The pilot departed VFR and flew to his destination and found it fogged in. He then requested and was given an IFR clearance for an ILS approach to another airport. He was observed to break out of the clouds at about 100 feet agl in a left bank and yaw. He then crashed short of the runway and to the left of the centerline. Examination of the airplane, engines and propellers revealed no preexisting failures. After the crash a fire partially consumed the wreckage. The pilot, sole on board, was killed.

The pilot stated that he experienced a loss of power in both engines, made an emergency landing in a cow pasture, and struck a cow on landing rollout. Due to the extent of post crash fire no determination could be made as to the nature of the malfunction of the engines described by the pilot.

During an IFR arrival/descent, the pilot stated he 'had to feather one engine, I have an oil leak and I'm just trying to descend . . .' he then said he was descending thru 5,300 feet. As he continued the approach, he informed the controller he would be unable to go around since the hydraulic system was powered by the affected right engine. Subsequently, the pilot said he was at 1,500 feet and was having a hard time holding altitude. A witness heard and saw the aircraft in a level attitude at low altitude, then saw the aircraft dive toward the ground. It impacted in a steep descent just short of a long field and burned. The right propeller was feathered, but there was no evidence of oil starvation in either engine. The pilot's neighbor said he (the pilot) was aware of a hydraulic leak, but he was awaiting the annual inspection (due in September) to repair it. An exam revealed the flaps were partially extended, the landing gear control was in the 'up' position, and the gear was down. The flight manual stated that with a hydraulic failure downstream of the accumulator, the flap handle should be in 'neutral' to prevent gear and flap extension. The flap control could not be found. All six occupants were killed.

The aircraft was on its first production flight test. Shortly after lift-off it was observed to enter an abrupt right bank, followed by a steep left bank before crashing. Examination of the left wing revealed that its aileron cables were connected to their respective bellcrank attach points backwards. Both pilots were killed.

The flight was conducting single-engine flight tests with the inboard gear doors removed and was being photographed by a chase aircraft. At the end of the tests the pilot was unable to restart the left engine and returned for a single-engine landing. The pilot overshot the landing attempt and executed a single-engine go-around. The pilot then reported he had a gear problem. An occupant of the chase aircraft reported that the main gear were hanging 75 to 80 degrees from the horizontal. A company employee at the airport reported that the nose gear was about 10° aft of the normal down and locked position. The aircraft continued on a wsw heading away from the airport, passing over several suitable emergency landing sites while in a slow descent until colliding with the guy/grounding wire atop a powerline pole located 4 miles wsw of the arpt. The aircraft was destroyed and both occupants were killed.

Crashed in unknown circumstances.