History of Flight
On April 17, 2009, at approximately 1115 eastern daylight time, a Cessna 421B, registration N1935G, was substantially damaged when it struck a residence in Oakland Park, Florida, following an engine fire during takeoff from Fort Lauderdale Executive Airport (FXE). The commercial pilot, the sole occupant, was killed. The flight was conducted under Part 91, and an instrument flight rules flight plan had been filed for the planned trip to Fernandina Beach Municipal Airport. Visual meteorological conditions prevailed.
The airplane was based in Costa Rica. The pilot had flown it from Costa Rica to FXE two days prior, where it remained parked and received approximately 75 gallons of 100 low-lead aviation gasoline. The pilot intended to sell the airplane to a buyer in the Jacksonville area.
Prior to the accident, employees at a fixed-base operator observed the pilot running the engines at mid-range power for about 20 minutes, with his head down as if reading. He had earlier appeared annoyed about the parking location and was adding oil to the right engine haphazardly. The airplane then taxied and departed from runway 8. An employee observed fire emanating from the right engine after rotation.
Several witnesses near the accident site saw the airplane in a shallow climb, with the right engine on fire. Some reported yellow flames and no smoke; one reported yellow flames and black smoke. The airplane banked right and descended into a residential area.
Pilot Information
The 80-year-old pilot held a commercial pilot certificate with multiengine and instrument ratings, as well as a private pilot certificate with single-engine land, sea, and glider ratings. His most recent FAA second-class medical certificate was issued December 18, 2007, at which time he reported 23,000 total flight hours. His wife reported he had about 5,000 hours in the accident airplane and had flown about 25 hours in the preceding 90 days.
Aircraft Information
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 engines (375 horsepower each) with McCauley propellers. The most recent annual inspection was completed on May 22, 2008. Partial consumption of maintenance logbooks by fire was noted. No maintenance was performed during its stay at FXE.
Meteorological Information
Weather at FXE at 1053: wind from 060° at 15 knots; visibility 10 miles; scattered clouds at 3,300 and 4,500 feet; temperature 24°C; dew point 16°C; altimeter 30.17 inches of mercury.
Communications
The pilot contacted FXE Clearance Delivery at about 1052 to request an IFR clearance. After difficulty clarifying and reading back the clearance, he elected to depart under VFR. The controller issued a maintain VFR instruction with a departure frequency and transponder code, which the pilot read back correctly.
At about 1100, the pilot contacted ground control and received taxi instructions to runway 8. He contacted local control at about 1106 and received takeoff clearance. About one minute later, he radioed that he was having trouble and would need to come around and land. The controller cleared him to enter a right downwind for runway 8 and land on any runway. No further transmissions were received.
Wreckage and Impact
The wreckage was located in a residence. A debris path originated at the rear of the residence on an approximate 280° magnetic heading, with freshly cut tree branches exhibiting black paint transfer. The airplane came to rest inverted on a heading of about 060° magnetic. The right engine and portions of the right wing were at the rear; the left engine, left wing parts, empennage, and cockpit area were at the front. Most wreckage was consumed by postcrash fire.
Control continuity was confirmed for rudder, elevator, and left aileron, with some cable cuts by EMS and thermal damage noted. Right aileron cable continuity was confirmed from yoke to root, where it separated consistent with overstress. Rudder trim was approximately 2° tab left; elevator trim neutral; aileron trim approximately 15° left tab down. The landing gear was retracted; flap position undetermined. The right fuel selector was positioned to right main; left fuel selector not located. Attitude indicators tumbled left wing low; airspeed indicated about 110 knots. Both propellers separated from their engines and were retained for examination.
Medical and Pathological Information
An autopsy performed on April 18, 2009, listed cause of death as multiple blunt trauma. Toxicological testing detected carbon monoxide (24% in blood) and cyanide (2.08 ug/ml).
Tests and Research
Engine Examinations
Teardown of the left engine revealed no preimpact abnormalities. The right engine showed no catastrophic failure; the oil cap was detached but postcrash photos showed it secure. Thermal and impact damage was noted at cylinders No. 4 and No. 6. The No. 4 cylinder exhaust riser flange had color distortion consistent with an exhaust leak and an elongated bolt hole. The fuel nozzle was secure, but the fuel line was separated about 8 inches from the nozzle due to impact and fire. The fire source could not be positively determined. The right turbocharger compressor wheel contained metallic deposits.
Turbocharger Examinations
Both turbochargers had fire and impact damage; neither could rotate assembled. The right turbocharger compressor wheel exhibited uniform metallic deposits on concave blade sides, consistent with ingestion during operation. The right engine's aluminum fresh air duct was consumed by fire and was a possible source for these deposits. The left turbocharger compressor wheel had molten metallic material from postcrash fire.
Propeller Examinations
Both propellers exhibited impact damage but no preimpact mechanical malfunction. Signatures indicated low power rotation at impact, with blades not feathered and at or near low pitch.
Metallurgical Examination
Metallic deposits from the right turbocharger compressor wheel blades were analyzed. Elements included aluminum, boron, calcium, cadmium, chromium, copper, iron, gallium, magnesium, manganese, sodium, nickel, phosphorus, lead, silicon, titanium, vanadium, and zinc, indicating a mixture of aluminum alloys and ferrous constituents, not matching a standard alloy.
Emergency Procedure
The owner's manual specified procedures for an in-flight wing or engine fire, including securing the appropriate engine, shutting off fuel pumps and fuel selector, feathering the propeller, and landing as soon as practical.