History of Flight
On July 1, 2020, about 1300 central daylight time, a Cessna 320 airplane, N19AS, was destroyed when it was involved in an accident near Round Rock, Texas. The pilot was fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.
A mechanic based at Rusty Allen Airport (RYW), Lago Vista, Texas, who knew the pilot, reported that on the day of the accident, the pilot asked for assistance with moving the airplane. The pilot reported that when he went to taxi for departure, he “lost a brake on one side.” The mechanic helped reposition the airplane and assisted with bleeding the brake. The pilot mentioned he might fly to the Burnet, Texas area. The mechanic was not present at departure but was told by a witness that the pilot ran the airplane for a “long time” on the ramp before departing.
Flight track data showed that the airplane departed from RYW about 1220 and proceeded east. About 1243, it turned left to the north and then to the west. The last flight track data at 1244 showed the airplane at 2,725 ft above msl, heading 240°, at 132 knots.
One witness who was driving observed the airplane flying low and thought it was going to land. Another witness observed the airplane flying “erratically” and saw flames emitting from the left engine but did not see smoke. Another witness reported the airplane was “sputtering” and “popping” as it flew over his home. The airplane came to rest on a northeast heading in an area of trees and cactus near a rock quarry, about 30 nm west of the last flight track data.
The airplane was fragmented from the impact sequence and a postimpact fire ensued.
Personnel Information
The pilot worked as a first officer for a regional airline and held a type rating for the Embraer EMB-145 series. According to Federal Aviation Administration records, the pilot did not hold a mechanic certificate.
Aircraft Information
The pilot had purchased the airplane about one year prior to the accident and kept it at RYW. The mechanic based at RYW stated the pilot worked on the airplane himself and reported that the airplane looked “very rough to me.”
Based on the pilot’s flight log, he first flew the airplane in July 2019 and the most recent flight before the accident was in February 2020.
Prior to the flight, the pilot sent a text message to a friend stating that the airplane had been “down” due to “leaking fuel selectors” and that he “fixed a bunch of wiring” in the airplane.
A review of the airplane’s maintenance records showed annual inspections in January 1999, April 2001, June 2002, April 2008, February 2014, and July 2019. During the July 2019 inspection, FAA Airworthiness Directive 2001-01-16 (concerning exhaust system of Cessna 300 and 400 series) was complied with. During the February 2014 inspection, AD 75-23-08 R5 (replaced by AD 2001-01-16) was complied with.
In August 1999, Cessna released Service Bulletin MEB99-9 for Engine Exhaust Access Panels Installation. While Cessna considers compliance mandatory, the FAA does not mandate it for Part 91 operations. A review of records did not show compliance with this SB. The airplane was not equipped with engine fire compartment extinguishers, nor was it required to be.
Meteorological Information
The estimated density altitude for the accident site was 3,023 ft above msl.
Wreckage and Impact Information
Onsite documentation showed the airplane descended through trees and was highly fragmented. The wreckage was mostly consumed by a postimpact fire.
Postaccident examination of the airframe revealed flight control continuity. The landing gear actuator was found in the extended position, and the flap actuator was in the up position.
Both engine exhaust systems were in a poor and unairworthy condition. They had wall areas with very thin metal, holes, cracks, impact fractures, and signs of oxidative degradation. Based on available evidence, it could not be determined when the oxidative degradation process started.
There were no indications of any preimpact mechanical malfunctions or failures with the propellers. The propellers had indications consistent with low amounts of rotational energy and a blade angle near feather pitch at impact.
Additional Information
Cessna Service Newsletter 09-3, released in February 2009, discusses the importance of inspecting engine exhaust systems for Cessna 300 and 400 series airplanes. It warns that lack of diligence may lead to exhaust system failure and potentially cause a fire. The newsletter also reminds of compliance with AD 2001-01-16 and that Cessna considers SB MEB99-9 mandatory.
The Cessna 320 Service Manual provides a warning that a thorough inspection of the engine exhaust system is required to detect breaks or cracks that could cause leaks, resulting in loss of turbocharger efficiency, engine power, or a fire.
Textron Aviation’s Pilot Safety and Warning Supplements guide pilots on handling inflight fires, stating that a preflight checklist aids in detecting conditions that could contribute to a fire. Flight should not be attempted with known fuel, oil, or exhaust leaks.
According to Continental Motors, engine exhaust gas temperatures for cruise flight range from 1,450°F to 1,600°F at optimal power setting, with a maximum of 1,750°F.
14 CFR Part 43.3 specifies that a mechanic certificate holder may perform maintenance as provided in Part 65, and a pilot certificate holder may perform preventive maintenance on an aircraft they own or operate, except for certain operations.