Miami-Executive (Kendall-Tamiami)

According to the pilot, he applied full power, set the flaps at 10 degrees, released the brakes, and, after reaching 80 knots, he rotated the airplane. The pilot further reported that the engine subsequently lost total power when the airplane was about 150 ft above ground level. The airplane then impacted water in a nose-down, right-wing-low attitude about 300 ft from the end of the runway. The pilot reported that he thought that the runway was 1,900 ft long; however, it was only 1,300 ft long. Review of the takeoff ground roll distance charts contained in the Pilot’s Operating Handbook (POH) revealed that, with flap settings of 0 and 20 degrees, the ground roll would have been 1,700 and 1,150 ft, respectively. Takeoff ground roll distances were not provided for use of 10 degrees of flaps; however, the POH stated that 10 degrees of flaps could be used. Although the distance was not specified, it is likely that the airplane would have required more than 1,300 ft for takeoff with 10 degrees of flaps. Examination of the engine revealed saltwater corrosion throughout it; however, this was likely due to the airplane’s submersion in water after the accident. No other mechanical malfunctions or abnormalities were noted. Examination of data extracted from the multifunction display (MFD) and primary flight display (PFD) revealed that the engine parameters were performing in the normal operating range until the end of the recordings. The data also indicated that, 7 seconds before the end of the recordings, the airplane pitched up from 0 to about 17 degrees and then rolled 17 degrees left wing down while continuing to pitch up to 20 degrees. The airplane then rolled 77 degrees right wing down and pitched down about 50 degrees. The highest airspeed recorded by the MFD and PFD was about 70 knots, which occurred about 1 second before the end of the recordings. The POH stated that, depending on the landing gear position, flap setting, and bank angle, the stall speed for the airplane would be between 65 and 71 knots. Based on the evidence, it is likely that the engine did not lose power as reported by the pilot. As the airplane approached the end of the runway and the pilot realized that it was not long enough for his planned takeoff, he attempted to lift off at an insufficient airspeed and at too high of a pitch angle, which resulted in an aerodynamic stall at a low altitude. If the pilot had known the actual runway length, he might have used a flap setting of 20 degrees, which would have provided sufficient distance for the takeoff.

On December 8, 2012, at 1334 eastern standard time, a Cessna 421C, N297DB, operated by a private individual, was destroyed when it collided with trees and terrain following a loss of control after takeoff from North Palm Beach County Airpark (LNA), Lantana, Florida. The commercial pilot was fatally injured. Visual meteorological conditions prevailed, and no flight plan was filed for the personal flight, which was conducted under the provisions of Title 14 Code of Federal Regulations Part 91. The pilot took delivery of the airplane from a maintenance facility that had just completed an annual inspection and repainting of the airplane. According to the owner of the facility, who was a certificated pilot and an airframe and powerplant mechanic, the pilot completed the preflight inspection and the airplane was towed outside. The pilot started the airplane, but then shutdown to resolve an alternator charging light. Afterwards, the pilot stated that he planned to fly to Okeechobee, Florida, complete a few landings, and then continue to Miami. According to the mechanic, the pilot performed a ground run of the airplane for several minutes before taxiing to the approach end of Runway 3 for takeoff. The airplane lifted off about halfway down the runway and climbed at a "normal" rate. The mechanic then observed the airplane suddenly yaw to the left "for a second or two" and the airplane's nose continued to pitch up before rolling left and descending vertically, nose-down, until it disappeared from view. Several witnesses provided similar accounts to a Federal Aviation Administration (FAA) inspector and the local sheriff's department. One witness, a certificated flight instructor said, "The airplane just kept pitching up, and then it looked like a VMC roll."

An aircraft mechanic working abeam of the point on the runway that the airplane lifted off was attracted by the sound of engine roughness, and observed black smoke trailing from the left engine. The airplane continued to climb to about 150 feet above ground level, entered a series of shallow left turns at about the airport's east boundary at a slow speed, and then entered a rapid left roll and pitched down. The pilot transmitted an unreadable call on FAA tower frequency, but the words, 'we got a..' and 'engine' were clearly discernable. The airplane crashed in dense brush about 1.25 miles northeast of the airport. Contamination was found in the left engine fuel system. Post crash testing of the left fuel servo revealed it would not sustain a steady state fuel flow above about one half throttle due to contamination.

About 1 hour after departure and 15 minutes after reaching the cruising altitude of 9,000 feet, the left engine quit. The flight crew feathered the left propeller and turned toward the closest
airport which was 80 miles away. The aircraft would not maintain altitude and entered a 500 foot per minute descent. About 20 minutes after engine failure the aircraft was ditched in the ocean about 50 miles from the closest airport. The flight crew and passengers were rescued the following morning and the aircraft was not recovered. The second pilot and owner of the aircraft stated the aircraft was about 90 pounds over the maximum allowable weight at the time of departure. The previous owner of the aircraft stated that both engines had exceeded the recommended overhaul time by about 450 flight hours.

The pilot stated that he was attempting a takeoff on a 2,700 foot sod runway and hit a soft spot which decreased his groundspeed by 15 to 20 miles per hour. He continued the takeoff attempt and struck trees at the end of the runway. The airplane fell to the ground and burst into flames.

The pilot stated that shortly after departure the cockpit filled with smoke. While returning for landing his visibility was reduced due to the smoke and ground fog. On landing roll the the aircraft ran off the left side of the runway, went through a cow fence and came to rest against a tree. A post crash fire erupted in the left wing area where a fence post punctured the wing and the aircraft was destroyed by the fire. The cause of the smoke in the cockpit could not be determined. The pilot, sole on board, escaped with minor injuries.

The aircraft failed to arrive at its destination on a VFR flight from Miami, FL, to West End, Bahamas. The aircraft's last reported position was 10 miles west of West End. There was no further contact with the aircraft. US Coast Guard initiated search on march 26, 1986 and suspended search on march 28, 1986. No trace of the aircraft nor the six occupants was found.