Pilot Appeared To Be Troubleshooting Engine Issues Before Flight

A Cessna 421 that went down off the end of a Ft. Lauderdale Executive Airport runway was definitely having some engine issues prior to takeoff. The Preliminary NTSB reported that the pilot "appeared to be troubleshooting an engine issue" prior to the accident that brought the plane down and took the life of the pilot and sole occupant of the aircraft.

"Shortly after it got in the air, it did report trouble to the tower," FXE spokesman Chaz Adams told TransWorld News. "The tower cleared it to come back and land. In trying to make it back, that’s when it went down."

"We saw the plane turn sideways, and then it just nosedived," said witness Eddie Mujica, who works at a business north of the accident site. "It's not something you see every day."

NTSB Identification: ERA09FA248
14 CFR Part 91: General Aviation
Accident occurred Friday, April 17, 2009 in Oakland Park, FL
Aircraft: CESSNA 421B, registration: N1935G
Injuries: 1 Fatal.

This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed.

On April 17, 2009, about 1115 eastern daylight time, a Cessna 421B, N1935G, owned and operated by the commercial pilot, was substantially damaged during impact with a residence in Oakland Park, Florida, following a loss of engine power shortly after takeoff from Fort Lauderdale Executive Airport (FXE), Fort Lauderdale, Florida. The certificated commercial pilot was killed. The personal flight was conducted under the provisions of 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed and an instrument flight rules (IFR) flight plan was filed for the planned flight to Fernandina Beach Municipal Airport (55J), Fernandina Beach, Florida.

According to a friend of the pilot, who had also flown the accident airplane on many occasions, the airplane was based in Costa Rica. The pilot lived in Costa Rica, but spent 2 or 3 weeks every year in the Fort Lauderdale area. Prior to the accident flight, the pilot flew the airplane from Costa Rica to FXE, where it sat for 2 days. During that time, the airplane was fueled with approximately 75 gallons of 100 low lead aviation gasoline. The pilot intended to sell the airplane to a buyer in the Jacksonville area, and was flying to 55J.

Witnesses at a fixed based operator (FBO), located at FXE, reported that the pilot ran the engines to full power for about 20 minutes while the airplane sat on the ramp. The pilot appeared to be troubleshooting an engine issue. The pilot then shut down the engines, added oil to one of the engines (not sure which one), and started them again. He then ran the engines for 5 more minutes, before departing on runway 8. Witnesses then observed fire emanating from the right engine after rotation.

Several witnesses near the accident site observed the airplane in a shallow climb from runway 8, flying low, with the right engine on fire. Some of the witnesses reported that the flames were yellow in color and no smoke was observed. The airplane then banked right and descended into a residential area.

Review of preliminary data from Federal Aviation Administration (FAA) revealed that the pilot radioed the FXE tower shortly after departure. The pilot stated that he was having trouble with the airplane and needed to return to the airport. The tower controller cleared the flight to land on any runway, and no further communications were received from the accident airplane.

The wreckage was located in a residence, and examined on April 17 and 18. All major components of the airplane were accounted for at the scene. A debris path originated at the rear of the residence, where freshly cut tree branches were observed. The branches were cut at an approximate 45-degree angle, and exhibited black paint transfer. The debris path extended on an approximate 280-degree magnetic heading to the front of the residence. The airplane came to rest inverted on a heading about 060 degrees magnetic. The right engine and portions of the right wing were located at the rear of the residence. The left engine, portions of the left wing, the empennage, and the cockpit area were located at the front of the residence. The majority of wreckage had been consumed by a postcrash fire.

Rudder control continuity was confirmed from the rudder pedals to the rudder, with cable cuts performed by emergency medical services (EMS) noted. Rudder trim continuity was confirmed from the trim wheel to the rudder tab, and measurement of the rudder trim actuator revealed an approximate 2-degree tab left (rudder right) position. Elevator control continuity was confirmed from the cockpit area to the elevator horn, with some turnbuckle melting and EMS cable cuts noted. Elevator trim continuity was confirmed and measurement of the elevator trim actuator revealed an approximate neutral setting. Left aileron control cable continuity and trim was confirmed from the control yoke to the left aileron bellcrank, with melting of several aluminum components noted. Measurement of the aileron trim actuator revealed an approximate 15-degree left aileron tab down (aileron up) position. Right aileron control continuity was confirmed from the control yoke to the right wing root, where the cable had separated consistent with overstress, and continued on to the right aileron bellcrank.

The airplane's landing gear was observed in the retracted position and the position of the flaps could not be determined. The right fuel selector was positioned to the right main fuel tank and the left fuel selector was not located. Several flight instruments were recovered from the cockpit and although they sustained fire damage, some were readable. Both attitude indicators were tumbled left wing low. An airspeed indicator displayed approximately 110 knots. A turn and bank indicator's needle was near the centered position and the ball was destroyed.

Both propellers had separated from their respective engines. The engines, turbochargers, and propellers were retained for further examination.

The pilot, age 80, held a commercial pilot certificate, with ratings for airplane multiengine land and instrument airplane. He held a private pilot certificate, with ratings for airplane single-engine land, airplane single-engine sea, and glider. His most recent FAA second-class medical certificate was issued on December 18, 2007. At that time, the pilot reported a total flight experience of 23,000 hours. The pilot's wife reported that he had approximately 5,000 hours of flight experience in the accident airplane, and he had flown about 25 hours during the 90-day period preceding the accident.

The six-seat, low-wing, retractable-gear airplane, serial number 421B-0836, was manufactured in 1974. It was powered by two Continental GTSIO 520-H, 375-horsepower engines, equipped with McCauley propellers. Maintenance logbooks were located in the airplane, and had been partially consumed by fire. Review of the logbooks revealed that the airplane's most recent annual inspection was completed on June 6, 2008.

The reported weather at FXE, at 1053, was: wind from 060 degrees at 17 knots; visibility 10 miles; scattered clouds at 3,300 and 4,500 feet; temperature 24 degrees Celsius; dew point 16 degrees Celsius; altimeter 30.17 inches of mercury.

FMI: www.ntsb.gov/ntsb/brief.asp?ev_id=20090417X30037&key=1