N692TT

HISTORY OF FLIGHT

On July 9, 2011, about 1740 central daylight time, a Cessna 421C, N629TT, operated by a private individual, was substantially damaged when it impacted terrain while on approach to the Demopolis Municipal Airport (DYA), Demopolis, Alabama. The certificated private pilot and six passengers were fatally injured. Visual meteorological conditions prevailed and an instrument flight rules flight plan was filed for the flight that departed the Creve Coeur Airport (1H0), St. Louis, Missouri, destined for the Destin-Ft. Walton Beach Airport (DTS), Destin, Florida. The personal flight was conducted under the provisions of Title 14 Code of Federal Regulations Part 91.

The airplane was based at DTS, and owned by the pilot through a limited liability company.

According to the pilot’s father-in-law, the pilot, his wife, and five children, ages 10, 9, 6, 4, and 2, flew from DTS to the Pickens County Airport (JZP), Jasper, Georgia, on July 3, 2011. On July 5, 2011, they flew from JPZ to 1H0 uneventfully, to attend a family reunion, where the airplane remained parked until the accident flight. The pilot and his family departed 1H0 about 1520, on the day of the accident.

According to information obtained from the Federal Aviation Administration (FAA), the pilot was in cruise flight at flight level 210 (21,000 feet), and in contact with the Atlanta air route traffic control center when he declared an emergency due to a rough running engine, about 1725. He diverted to DYA, which was located 12 o'clock and about 10 miles from the airplane's position. The pilot was switched to Meridian Approach and he reported descending through 17,000 feet mean sea level (msl) at 1727:55, with the airplane positioned about 2.5 miles northeast of the airport. The pilot further stated that he planned to orbit over Demopolis during the descent. At 1728:59, the pilot confirmed that he was experiencing a rough running engine; however, about 10 seconds later, he reported that he had just shut down the right engine. He also stated he did not believe he would require any assistance after landing. At that time, the airplane was about 6 miles east of DYA, at an altitude of about 14,500 feet msl.

The pilot reported the airport in sight, was cleared for a visual approach and then approved for a frequency change to the local common traffic advisory frequency about 1734. At that point, the airplane was about 2.5 miles northeast of the airport, at an altitude of about 7,000 feet. There were no further communications received from the airplane. The airplane's radar track was consistent with a left traffic pattern approach to runway 22. The airplane was descending from an altitude of about 2,300 feet msl, when it was abeam the runway threshold, on the downwind leg of the traffic pattern. The last radar target was observed at 1739, at an altitude of 700 feet on the base leg of the traffic pattern, about 3 miles from the approach end of runway 22, and about .5 miles northwest of the extended centerline.

The airplane impacted trees in a wooded area, about .8 miles north of the runway 22 threshold.

PERSONNEL INFORMATION

The pilot, age 42, held a private pilot certificate, with ratings for airplane single-engine land, multiengine land, and instrument airplane. He obtained his multiengine rating during November 2006. His most recent FAA third-class medical certificate was issued on July 19, 2007.

The pilot’s logbook was not recovered; however, at the time of his most recent FAA medical certificate, the pilot reported a total flight experience of 642 hours.

The pilot’s flight instructor noted that about the time the pilot purchased the airplane (September 2007), the pilot had accumulated 670 hours of total flight experience which included 140 hours in multiengine airplanes. As of May 14, 2008, the pilot had accumulated 715 hours of total flight experience, which included 200 hours in multiengine airplanes. In July 2010, the flight instructor noted that the pilot had accumulated 870 total hours; however, he did not note the pilot’s multiengine flight experience at that time.

The pilot’s flight instructor reported that the pilot had practiced at least seven single-engine landings in the accident airplane, which included at least three single-engine landings from a VFR traffic pattern. The pilot completed Cessna 421 recurrent training on July 29, 2010, which included three practice single-engine landings at that time.

Based on the hours that the accident airplane had been operated, the pilot’s total flight time at the time of the accident was estimated to be about 1,000 hours, which included about 500 total hours of multiengine flight experience.

AIRCRAFT INFORMATION

The eight-seat, low-wing, retractable-gear airplane, serial number 421C0616, was manufactured in 1978, and purchased by the pilot on September 11, 2007. It was powered by two Continental Motors, Inc., GTSIO-520-L, 375-horsepower engines, each equipped with a McCauley propeller assembly.

The airplane was for sale at the time of the accident. Copies of maintenance records were obtained from a broker, the pilot’s representative, and a fixed-base-operator at DTS.

Review of the maintenance records revealed the airplane’s most recent annual inspection was performed on January 19, 2011, at a total airframe time of 7,799.9 hours, and a Hobbs time of 286 hours. An annual inspection dated December 14, 2009 noted a total airframe and Hobbs time of 7,573.4, and 59.5 hours; respectively. In addition, the airplane had been operated for about 305 hours since September 2007 and the time of the most recent annual inspection.

The most recent recorded airframe logbook entry was on February 10, 2011, with no change in flight hours since the annual inspection. At that time, the left engine hydraulic filter and right main landing gear strut were replaced.

The left engine was overhauled by RAM Aircraft, Waco, Texas, on August 31, 2007, at a total time in service of 3,780.7 hours. It was installed on September 28, 2007. At the time of the most recent annual inspection, the left engine had accumulated approximately 305 hours since overhaul.

The right engine was overhauled by Americas Aircraft Engines, Tulsa, Oklahoma, on August 24, 2004, at a total time in service of 1,595.7 hours. It was installed on September 30, 2004. At the time of the most recent annual inspection, the right engine had accumulated approximately 514.2 hours since overhaul. The most recent recorded right engine logbook entry was on February 10, 2011, and noted a reset of the engine fuel pressures.

In July 1994, vortex generators were installed on the airplane in accordance with a supplemental type certificate issued to Aeronautical Testing Service Inc., Arlington, Washington.

An oil analysis report of oil samples collected from each respective engine on January 3, 2011, stated that the samples “appeared normal.”

Both propellers were overhauled on June 1, 2010. At the time of the annual inspection, they had been operated for about 172 hours.

The airplane was configured with two flight crew seats, and 5 main cabin seats, two aft facing and three forward facing. In addition, an aft lavatory seat was located next to the aft-most left passenger seat.

According to maintenance records, an Artex ME406 emergency locator transmitter was installed on May 13, 2008, with a battery replacement due October 2012. An ELT inspection and functional check was documented at the time of the most recent annual inspection.

According to a work order for a pre-purchase inspection, as of June 3, 2011, the airplane had been flown approximately 27 hours since the most recent annual inspection.

METEOROLOGICAL INFORMATION

The reported weather at Meridian Naval Air Station (NMM), Meridian, Mississippi, which was located about 35 miles west of the accident site, at an elevation 316 feet, at 1756, was: wind 270 degrees at 6 knots, visibility 10 statute miles; clear skies; temperature 34 degrees Celsius (C); dew point 22 degrees C; altimeter 29.87 inches of mercury.

AERODROME INFORMATION

The Demopolis Municipal Airport was a public-use airport, owned and operated by the City of Demopolis. It was located approximately 6 miles southwest of the town of Demopolis, Alabama, and positioned at 32 degrees, 27 minutes, 49.75 seconds north and 087 degrees, 57 minutes, 14.63 second west, at an elevation of 113 feet. It was equipped with one runway, 04-22 consisting of an asphalt surface measuring 5,002-feet-long by 100-feet-wide.

Meridian Naval Air Station (NMM) was equipped with 8,000-foot runways, a control tower, and airport rescue and firefighting (ARFF). Key Field, (MEI), Meridian, Mississippi was located about 40 miles southwest of DYA. MEI was equipped with a 10,003-foot runway, a control tower, and ARFF.

FLIGHT RECORDERS

The airplane was not equipped; nor was it required to be equipped with a cockpit voice recorder or flight data recorder.

WRECKAGE AND IMPACT INFORMATION

The airplane came to rest inverted, in a wooded area with varied tree heights up to about 80 feet, in a flat attitude, on a course of about 100 degrees. The cockpit, the cabin up through 40-inches forward of the tail cone and the left wing was consumed by fire. A series of tree strikes were observed about 50 feet above the ground, approximately 70 feet south of the main wreckage. A navigation antenna was observed about 200 feet south-southeast of the main wreckage. The course from the antenna to the main wreckage was about 020-degrees.

All major portions of the airplane were accounted for at the accident site. There was no longitudinal deformation of the fuselage noted. The radar dome on the nose of the airplane was observed installed and retained its shape. All three landing gear actuators were observed in the extended position. Portions of the flaps that were not compromised due to fire and or impact damage were extended approximately 40 degrees. The entire right wing...