History of Flight
On October 14, 2015, at approximately 1542 central daylight time, a Cessna 421B airplane, registration N33FA, was destroyed when it impacted terrain following a loss of right engine power during initial climb after takeoff. The airplane was departing runway 31 at Hammond Northshore Regional Airport (HDC), Hammond, Louisiana. The pilot and passenger were fatally injured. The aircraft was registered to SD Management, Inc., Lafayette, Louisiana, and operated under 14 CFR Part 91 as a business flight. Visual meteorological conditions prevailed, and the flight operated on an instrument flight rules flight plan. The origin was HDC, and the intended destination was Hartsfield-Jackson Atlanta International Airport (ATL), Atlanta, Georgia.
A witness, an airline transport rated pilot, reported seeing the accident airplane take off on runway 31. When the airplane was about 3,500 feet down the 6,500-foot runway at an altitude of 100 feet above ground level, the witness heard a "loud pop" followed by slowing of the airplane's right engine and right propeller. The airplane then yawed to the right. The witness saw the airplane begin a right turn toward runway 18. At that time, the right engine's propeller was still windmilling. The airplane cleared the tree line by about 150 feet and then rolled and descended straight down into a field north of runway 18. The airplane then exploded and burst into flames.
Personnel Information
The pilot, age 47, held a commercial pilot certificate with airplane single-engine land, airplane multiengine land, and instrument airplane ratings. He also held a flight instructor certificate with airplane single-engine and instrument airplane ratings. His flight logbook was not recovered and was believed consumed by the post-impact fire. FAA records showed that on May 13, 2014, the pilot applied for a Learjet model 60 type rating, reporting 1,370 total flight hours, 355 hours instruction received, 40 hours solo, 1,090 hours as pilot-in-command, and 145 hours as second-in-command. He originally tested for a multiengine rating on November 9, 1998, and received a notice of disapproval for deficiencies in "Slow Flight and Stalls" and "Emergency Operations." He was retested on November 18, 1998, and passed. He later received type ratings for MU-300, BE-400, and LR-60 airplanes. No further flight records were discovered. At the time of the accident, he held a second-class medical certificate issued October 23, 2014, with no limitations.
Aircraft Information
The airplane was a 1973 Cessna model 421B, serial number 421B0502. It was a seven-seat twin-engine monoplane of predominately aluminum construction with retractable tricycle landing gear. It was powered by two 435-horsepower Continental GTSIO-520-F-K engines, serial numbers 817562-R and 235065-R. Maintenance records were mostly consumed in the post-impact fire; copies of the annual inspection completed on February 1, 2015, were obtained. The inspection did not indicate total times. The entry for the right engine noted all six cylinders were replaced with overhauled units at inspection.
Meteorological Information
Weather recorded at HDC at 1535: calm wind, 10 miles visibility, clear skies, temperature 33°C, dew point -1°C, altimeter 30.03 inches of mercury.
Communications
The pilot communicated with ground and tower controllers at HDC. At 153623, he contacted ground control requesting an IFR clearance to Atlanta. After clearance, he requested and received taxi clearance to runway 31. At 153931, he advised holding short of runway 31. Less than a minute later, he stated readiness for takeoff and received clearance. At 154039, he reported being on the takeoff roll. At 154146, he declared an emergency: "mayday mayday mayday we gotta come back right away." The controller cleared the airplane for landing on runway 18 and reported calm wind. Two more transmissions from the accident airplane were unintelligible.
Wreckage and Impact Information
The airplane impacted a level field about 1,600 feet at 335 degrees from the approach end of runway 18. Most of the airplane was consumed by post-impact explosion and fire; all primary structure and control surfaces were located within the immediate area. The airplane came to rest upright, facing north. The upper fuselage and cabin interior were extensively fire-damaged. Both wings were on the ground adjacent to the fuselage with crush damage consistent with near-vertical impact. Both propellers separated from the engines. The tail surfaces remained attached to a section of aft fuselage that separated from the remainder. Landing gear was retracted. Control cable continuity from primary flight controls to the cabin area was confirmed; continuity to the cockpit could not be determined due to damage. Both engines and propellers were retained for examination.
Teardown of the left engine showed no defects that would prevent normal operation. Disassembly of the right engine revealed little torque required to loosen nuts on several crankcase through studs. After separating crankcase halves, the crankshaft was found fractured adjacent to the No. 2 main bearing. The No. 2 main bearing was spun, and crankcase mating surfaces for the No. 2 bearing through studs exhibited fretting consistent with insufficient torque. The cylinders of the right engine appeared new. The No. 2 bearing through studs also serve to hold down No. 2 and No. 3 cylinders; removal of cylinders requires removing nuts from these studs.
Medical and Pathological Information
An autopsy of the pilot was performed on October 15, 2015, by the Tangipahoa Parish Coroner's Office. The pilot's death was attributed to injuries received in the accident. Toxicology testing detected Diphenhydramine in liver and muscle tissue, and Ibuprofen in liver tissue. Diphenhydramine is a sedating antihistamine with an FDA warning that it may impair mental and/or physical ability required for hazardous tasks. Ibuprofen is a non-narcotic pain and fever medication.
Additional Information
According to FAA publication FAA-H-80383-3A, "Airplane Flying Handbook": "In OEI (one engine inoperative) flight at low altitudes and airspeeds such as the initial climb after takeoff, pilots must operate the airplane so as to guard against the three major accident factors: (1) loss of directional control, (2) loss of performance, and (3) loss of flying speed. All have equal potential to be lethal. Loss of flying speed will not be a factor, however, when the airplane is operated with due regard for directional control and performance."