N340P

HISTORY OF FLIGHT

On October 18, 2003, at 1413 Pacific daylight time, a Cessna 340A, N340P, registered to and operated by the pilot as a 14 CFR Part 91 personal flight, collided with the terrain shortly after initiating a go-around at the Scappoose Industrial Airpark, Scappoose, Oregon. Visual meteorological conditions prevailed at the time and no flight plan was filed. The aircraft was destroyed by impact forces and a post-crash fire. The airline transport pilot and his passenger were fatally injured. The flights last known departure point was from Red Bluff, California, sometime after 1230.

Hotel, car rental and fuel receipts were found among personal effects located in the wreckage. The receipt dates began on October 6, 2003 and ended on October 18, 2003. Family members reported that the purpose of the flight was a vacation to Utah and then for the pilot to attend a class reunion in California. The flight originated in Olympia, Washington, the aircraft's home base.

During a telephone interview and subsequent written statement, a local resident located on the north side of the runway and near the final approach path for runway 15, reported that he was outside his home when he heard "...the plane backfiring from a long way out as it approached the airport before I actually saw the aircraft." The resident stated that the engine(s) were backfiring about every five seconds during the approach and appeared to be coming in with light power. The witness further stated that the approach appeared normal, steady and under control.

One witness located at a business on the Scappoose Airpark reported that the Cessna 340 was on short final to runway 15 when a V-tail Bonanza, pulled out onto the runway and began the takeoff roll. The Cessna initiated a go-around and diverted to the west side of the runway. The Cessna appeared to be slower than the Bonanza and was about 150 feet above ground level at mid-field when the Cessna made a left approximate 45 degree turn from runway heading and continued to the southeast. The aircraft then made a turn to the north and began to lose altitude. The witness stated that the aircraft was about 80 feet above ground level when the aircraft stalled, rolled inverted (left wing down) and collided with the flat open terrain in a nose low attitude.

During a telephone interview with the NTSB Investigator-in-Charge, the pilot of a Piper PA32, N4135R, reported that he had just landed on runway 15 and was taxiing back on the east side taxiway when he noticed that the V-tail Bonanza was taking off with a twin Cessna on final approach. This pilot stated that during his approach for landing and up to the time he turned his radio off when he cleared the runway, he did not hear any position announcements from the twin Cessna, nor did he hear a radio transmission from the Bonanza.

The pilot of Beech K35, N631T, V-tail Bonanza, stated that after he had refueled his aircraft he taxied to the approach end of runway 15 to complete his before takeoff checklist. During this time, he was monitoring 122.8 and did not recall hearing any aircraft report positions for aircraft in the pattern or near the airport. The pilot stated that prior to takeoff he visually checked for aircraft on base and final approach. The pilot did not see any traffic, and announced that he was taking off on runway 15 for a departure to the south.

PERSONNEL INFORMATION

At the time of the accident the pilot held flight certificates for commercial, flight instructor and airline transport pilot. The pilot was rated in single-engine land and sea, multi-engine land and sea, glider, helicopter, and instrument airplane. Instructor ratings included single and multi-engine aircraft and instrument airplane.

The pilot's flight logbook was found in the wreckage and had been partially burned. Total times were readable, however, data entry blocks for dates were burned away. The pilot's total flight time in all aircraft was estimated to be 3,850 hours. Approximately 961 hours were accumulated in multi-engine aircraft.

Endorsement pages for flight currency were partially destroyed by the fire. On March 15, 2001, an endorsement was noted for high altitude operations per FAR 61.31(g). On March 29, 2003, an endorsement for instrument proficiency was noted. A partial endorsement was noted for a flight review, however, the date was not readable.

The pilot held a Class II FAA medical certificate dated March 3, 2003. The certificate indicated a limitation that it was not valid for any class after March 31, 2004. FAA Aeromedical personnel reported that the special issuance authorization was for previous medical treatments for retroperitoneal sarcoma.

AIRCRAFT INFORMATION

Aircraft records indicated that the pilot purchased the 1978 Cessna 340A in September 2000. In November 2000, the Teledyne Continental Motors TSIO-520-NB RAM Aircraft Corporation remanufactured engines were installed with new McCauley propellers. The last Annual Inspection accomplished on the aircraft was on February 3, 2003, at an airframe total time of 4041.0 hours. The left side engine had accumulated a total time of 2950.7 hours and the right engine had accumulated a total time of 2867.0 hours. Both engines had accumulated a total of 176.8 hours since major overhaul.

Maintenance logbooks and records were found in the wreckage and removed for review.

The last airframe logbook entry was on September 4, 2003, at a hobbs time of 1034.9 hours and total airframe time of 4121.4 hours. The entry indicated that a new right side vacuum pump was installed. The entry also indicated that the nose gear strut was serviced.

The last engine logbook entries for both the left and right engines were dated September 11, 2003, at a hobbs time of 1046.4 hours and total airframe time of 4132.9 hours. The entries indicated that both engines had the oil and filters changed. The filters were checked for metal. The engines were then serviced with Aeroshell W100. Engine run-ups and leak checks were accomplished.

Fuel receipts found in the wreckage indicated that on October 6, 2003, the aircraft was serviced with fuel in Twin Falls, Idaho, and Cedar City, Utah. On October 14, 2003, the aircraft was serviced with fuel in Twenty Nine Palms, California. On October 16, 2003, the aircraft was serviced with fuel in Bermuda Dunes, California, City of Los Banos, California, and San Jose, California. No other fuel receipts were found after this date.

Family members reported that the pilot had flown into Scappoose on several occasions as the fuel was less expensive. Records also indicated that the aircraft's interior had been renewed in March 2002, by a company at the Scappoose Airpark.

METEOROLOGICAL INFORMATION

The surface weather from Scappoose Industrial reported at 1353 a wind from 150 degrees at nine knots. The sky was clear with a visibility of ten miles. The temperature was 68 degrees F, and the altimeter setting was 29.90" Hg.

WRECKAGE AND IMPACT INFORMATION

On October 19, 2003, investigators from the National Transportation Safety Board, Federal Aviation Administration, and Cessna Aircraft Company inspected the wreckage. A hand held GPS identified the accident location at 45 degrees 46.120 minutes north latitude, 122 degrees 51.085 minutes west longitude. The site elevation was approximately 60 feet. The terrain was flat, hard open ground and covered with short dry grass. The post-crash fire started a grass fire around the immediate area of the accident site. The Scappoose Airport was located within a quarter of a mile west of the accident site.

A circular ground impact crater was noted as the first indication of significant ground disturbance. Both the left and right side propeller assemblies were located about 6 feet on either side of the crater. The spinners were embedded in the soil exposing the propeller flanges. Preceding both propeller assemblies, a series of parallel lines in the soil were noted within ten feet of the propeller assemblies. Thirteen feet outboard of both propeller assemblies, shallow ground disturbances were noted.

From the initial impact crater to the main wreckage, a magnetic bearing of 30 degrees was measured. Viewing the wreckage distribution path from the impact crater to the main wreckage, the left side propeller assembly (s/n: 993272) was on the right side, and the right side propeller assembly (s/n: 993630) was on the left side. The main wreckage was located 85 feet from the impact crater. The ground between the crater to the main wreckage was littered with small pieces of structure and engine components. Shallow sliding ground disturbances were noted within this path.

The main wreckage came to rest inverted with the nose of the airplane facing approximately 290 degrees. The cabin area back to the aft baggage area was completely destroyed by impact damage and fire. Both the right and left wings remained in place, however, the right wing was extensively damaged from the fire.

The right wing inboard section out to the engine retained its form. The engine remained in place and displayed severe heat distress. The wing structure outboard of the engine was completely destroyed by the fire and was reduced to ash. A section of the right wing tip tank with the green lens cap was noted at the tip area of the wing. Flight control cable continuity was established from mid-span inboard to the cabin area. Fragments of the aileron and flap, to include the hinges were noted.

The left wing remained intact and attached to the fuselage. The wing was heat distressed, but retained its structure. The flap remained attached to the hinge and was partially extended. The flap was not locked into place and could be moved by hand. The aileron remained attached to the inboard hinges. The outboard hinge was separated from the aileron. The aileron trim tab remained attached at the hinge. The tip tank separated f...