N67JM

HISTORY OF FLIGHT

On August 28, 1999, at 1021 central daylight time, a Cessna 414 twin-engine airplane, N67JM, was substantially damaged during a forced landing following a loss of engine power while taking off from the Alpine-Casparis Municipal Airport, Alpine, Texas. The airplane was registered to and operated by a private individual. The commercial pilot and two of his passengers were uninjured and one passenger received minor injuries. Visual meteorological conditions prevailed and a flight plan was not filed for the 14 Code of Federal Regulations Part 91 business flight. The flight was originating at the time of the accident and was destined for Lajitas, Texas.

According to the pilot, he had flown the airplane from Galveston, Texas, to Alpine and noticed no anomalies with the airplane or engines. The pilot reported that, at Alpine, he had the main and auxiliary fuel tanks topped off and requested that the nacelle fuel tanks (positioned aft of the engines) not be fueled. The pilot performed an abbreviated preflight inspection prior to his departure from Alpine by checking that the fuel caps were secure on the main and auxiliary fuel tanks. The pilot did not perform an engine run-up prior to takeoff.

In the enclosed Pilot/Operator Aircraft Accident Report (NTSB Form 6120.1/2) the pilot reported that, "everything was normal on take off. The plane was climbing slowly until we got to approximately 100 ft. above ground level when the left engine started to surge." The pilot added that he knew the airplane "wouldn't be able to climb at this altitude (4,500 feet Mean Sea Level) on one engine." The pilot stated that he attempted to make the left engine operate properly by "turning the left boost pump from low to high." He stated that the left engine continued to surge and the airplane was losing altitude. The pilot initiated a forced landing with the landing gear in the retracted position, the flaps retracted, and the left propeller unfeathered. The pilot maneuvered the airplane below power lines prior to landing gear-up in a field adjacent to a residential area.

The passenger in the left rear seat stated that he heard one engine "dying then surging" shortly after takeoff. He reported that he could see the tachometer and noticed "the left engine needle dropping, then gaining." He added that they impacted the ground with the left wing tip first and he noticed a blast of fire and heat from the left. The passenger in the right rear seat thought that the left engine was on fire before the airplane impacted the ground. The right front seat passenger stated that he noticed a fire after the airplane impacted the ground.

A witness, who was located near the accident site, stated that he observed the airplane maneuver to avoid power lines. He reported that the pilot "started to jettison his fuel" prior to impacting the ground.

Examination of the airplane by the FAA inspector who responded to the accident site revealed that the left side of the fuselage and left wing sustained fire damage, and the wing spars were structurally damaged.

PERSONNEL INFORMATION

The commercial multi-engine pilot held an instrument rating and was issued a third class medical certificate on June 30, 1997. According to the pilot, he had accumulated 382.8 total flight hours, of which 144 hours were in multi-engine airplanes and 24.3 hours were in the same make and model as the accident airplane.

AIRCRAFT INFORMATION

The 1970 model airplane underwent its last annual inspection on June 25, 1999, at an aircraft total time of 5,541.4 hours. At the time of the annual inspection, the Teledyne Continental TSIO-520-N engines had accumulated 956.4 hours since a major overhaul. During the last annual inspection (39.2 hours prior to the accident), Airworthiness Directive AD75-23-08R5 was complied with by "visual inspection and pressure check of the exhaust components" for both engines. The airplane had accumulated 5,580.6 hours at the time of the accident.

According to a work order dated August 27, 1999 (the day before the accident flight), the left engine's mixture control cable was found "broken at cabin end." The work order entry stated that the broken cable and swivel end were removed from the aircraft, and the mechanic replaced the "swivel end with new P/N S2999-1 ball joint due to production change. Installed new cable P/N 9910271-201 in [aircraft]. Rigged cable [in accordance with] C414 airframe [maintenance manual] confirming mixture control travels from rich stop to lean stop...Sealed cable grommet at fuselage for pressurization."

According to a weight and balance record dated May 5, 1997, the aircraft empty weight was 4,599 pounds, and the moment was 744,939 inch-pounds. The maximum gross weight of the airplane was 6,350 pounds. Using pilot and passenger weights, estimated baggage weights, and fuel quantities provided by the FAA inspector, the NTSB investigator-in-charge (IIC) calculated the takeoff weight to be approximately 6,509 pounds.

The NTSB IIC reviewed the aircraft's performance charts and determined that the single engine takeoff distance required to clear a 50-foot obstacle (with inoperative engine propeller feathered and at maximum gross weight) was 6,800 feet. The performance charts indicate that the airplane would obtain a 29-feet/minute climb rate at maximum gross weight with the inoperative engine propeller feathered.

METEOROLOGICAL INFORMATION

At 1021, the weather observation facility at the Marfa Municipal Airport (located 17 miles west of the accident site) reported the wind as calm, visibility 10 statute miles, sky clear, temperature 77 degrees Fahrenheit, dew point 61 degrees Fahrenheit, altimeter setting 30.25 inches of mercury. The density altitude was calculated, by the NTSB IIC, to be 6,458 feet.

AERODROME INFORMATION

The Alpine-Casparis Municipal airport elevation is 4,515 feet msl. Runway 19 is 6,003 feet long and 75 feet wide.

TESTS AND RESEARCH

On September 15, 1999, the left wing and left engine were examined by the NTSB IIC, the FAA inspector who responded to the accident site, and representatives from Cessna Aircraft Company and Teledyne Continental Motors. The engine was attached to the engine mounts and support track. The accessory area aft of the engine and forward of the turbocharger sustained fire damage.

The exhaust clamp from the left engine's turbocharger was found cracked and was sent to the NTSB Materials Laboratory in Washington, D.C. The elbow pipe upstream of the wastegate was found cracked and was also sent to the NTSB Materials Laboratory. The wye pipe adjoining the left and right exhaust manifolds had a small crack in the weld that did not appear to penetrate through the piping. The wastegate valve was found in the full open position. The wastegate controller was removed and compressed air was applied to it to check its operation, and it was found to operate properly. The left engine's turbocharger compressor shroud and impeller displayed no rotational scarring. The turbocharger's oil passage to the bearings was clear and the turbocharger rotated freely. The turbocharger's inlet tubing was destroyed by the fire.

The fuel pressure regulator was destroyed by the fire. The variable pressure controller was still attached to the throttle linkage, but was melted and fire damaged. The fuel line filter leading into the throttle body was removed, examined, and found to be clean. The throttle cable was connected to the throttle body, and the throttle arm was found in the full open position. The mixture cable leading to the throttle body was disconnected at the ball fitting. The ball end was out of the swaged fitting, and both appeared to have no damage except from rust and heat. The mixture arm was found in the rich position. The fuel manifold was disassembled in the field by the FAA inspector. No fuel was found in the manifold, and the seal was in place. The engine driven fuel pump was removed, disassembled, and examined. The vanes were intact and showed even wear with some light deposits of debris in between the vanes and in the inlet and outlet ports. The engine driven fuel pump operated when rotated manually.

The spark plugs were removed and examined. All spark plugs were coated with thick black soot similar to a rich mixture condition. All fuel injector lines were secured along with their upper deck pressure reference lines leading to the inlet side of the cylinders. The oil filter was cut open and was found charred, but clean. The engine crankshaft was rotated by hand and crankshaft continuity was established from the prop flange to the accessory case. Thumb compression was obtained on all cylinders, and all of the valves and rocker arms moved.

The pressurized magnetos were examined on the engine. Magneto timing was checked and found to be within limits (both at 20 degrees before top dead center). The magnetos (Left Magneto: Bendix S6RN-1251 s/n 8219215; Right Magneto: Bendix S6RN-1255 s/n 8219216) were removed from the engine and their shafts were rotated using an electric hand-held drill. The left magneto would not produce any spark. The right magneto would only produce a spark in three of the six distributor cap posts (skipping every other terminal).

The magnetos were tested in accordance with the Continental Maintenance Overhaul and Parts List Manual (Manual Number x42001-1 Jan 1990) for S-1200 series high tension magnetos. A Primary Condenser Tester (11-1767-3) was used to check leakage, series resistance, and capacitance, and an ohmmeter was used to test the resistance of the windings.

The left magneto's primary winding resistance measured 5.61 ohms. The limit is 1.0-1.5 ohms. The secondary winding for the left magneto measured 22,400 ohms and was within the 20,000-26,000 ohm limit. The left magneto's capacitor was inspected and found to be out of its leakage limits, borderline for ...