WPR11FA029

The pilot’s failure to arrest the excessive rate of turn into the failed engine, which resulted in a loss of control and subsequent impact with terrain. Contributing to the accident was a partial loss of engine power for reasons that could not be determined because postaccident examination did not reveal any mechanical malfunctions or failures that would have precluded normal operation.

About 14 minutes after departing on the cross-country flight in instrument meteorological conditions, the airplane was observed on radar climbing through 14,800 feet mean sea level (msl). At this time, the pilot radioed to air traffic control (ATC) that he was returning to the departure airport. About 7 seconds later, the pilot transmitted that he had lost an engine and again stated that he was returning to the departure airport. About 50 seconds later, the pilot transmitted, “We’re losing it.” There was no further communication with the pilot. Radar data revealed that at 14,800 feet msl the airplane began a right 360-degree turn at 8 degrees per second, and about 120 degrees into the turn, it began a descent averaging 5,783 feet per minute. The airplane remained in a right turn until radar contact was lost at 10,700 feet msl. The airplane impacted a 30-degree slope of a densely forested mountain about 2,940 feet msl in a near vertical, slightly right-wing-low attitude. A logger working in the area reported hearing a “very loud roaring sound,” like an airplane diving toward his location and that it seemed to be “really under power.” The logger described the weather as being “socked in,” with light rain and not much wind. Postaccident examination revealed that propeller damage was the result of impact forces, with no indications of fatigue or propeller failure before impact. It was also noted that the left propeller was being operated under conditions of some power at impact, while the right propeller was not operating under conditions of significant power at impact. Based on these findings, it is most likely that the pilot experienced a partial loss of power of the right engine and, after incorrectly initiating a right turn into the failed engine, allowed the rate of turn to increase to the point that the airplane became uncontrollable before impact with terrain. The reason for the partial loss of engine power was not determined because postaccident examination of the airframe and both engines did not reveal any mechanical malfunctions or failures that would have precluded normal operation.

On October 25, 2010, about 0745 Pacific daylight time, a Cessna 340A, N68718, experienced an in-flight loss of control followed by an uncontrolled descent into mountainous terrain about 9 nautical miles (nm) northeast of Morton, Washington. The airplane was substantially damaged. The airline transport certified pilot and two passengers sustained fatal injuries during the business flight. The airplane was owned and operated by Pacific Cataract and Laser Institute (PCLI), Chehalis, Washington. Instrument meteorological conditions prevailed for the cross-country flight, which was conducted in accordance with 14 Code of Federal Regulations (CFR) Part 91, and an instrument flight rules (IFR) flight plan was filed. The flight, which originated from the Chehalis-Centralia Airport (CLS), Chehalis, Washington about 0725, was destined for the Lewiston-Nez Perce County Airport (LWS), Lewiston, Idaho. The operator's chief pilot reported to the National Transportation Safety Board (NTSB) investigator-in-charge (IIC) that the PCLI flight was performed for the purpose of transporting two company employees to one of their business offices. Prior to the flight the chief pilot had received no information indicating any anomalies in the operation of the accident airplane’s systems, including engine assemblies and attitude reference instruments. The accident pilot received an instrument flight rules (IFR) clearance as filed with the Federal Aviation Administration (FAA). FAA recorded radar track data and communications between the Seattle Air Route Traffic Control Center (ARTCC) and the accident pilot were initially routine. The radar track revealed that the pilot proceeded in an easterly direction toward LWS, the destination airport. Review of Air Traffic Control communications and radar data revealed that at 07:30:59, the accident airplane was 12 nm east of CLS and climbing about 1,057 feet per minute (fpm) on an easterly course direct to the destination airport, LWS. At 07:38:43, the flight reached 14,800 feet mean sea level (msl), and about this time the pilot requested a higher altitude to 17,000 feet msl. At 07:39:03, the pilot transmitted, “…heading back to Chehalis, “ and at 07:39:10, the pilot stated, “Yah, we’ve lost an engine here so we’re headed back to Chehalis.” At 07:40:03, the transcript revealed that the pilot stated, “We’re losing it.” This was the last transmission received from the pilot. Radar contact with the airplane was lost while continuing its clockwise descending turn. A further review of the radar data indicated that the airplane was at 14,800 feet msl when it began a right turn of 360 degrees at 8 degrees per second. At 07:39:20, the airplane began a descent, which averaged 5,783 fpm to the last recorded radar return, which was at an altitude of 10,700 feet msl. The airplane continued in the descending right turn until radar contact was lost. Several employees of a logging company, who were located in a forest about 8 miles northeast of Morton, subsequently reported to authorities that they had heard the sound of a descending airplane. The sound was loud enough to be heard over the noise of their operating equipment. The workers recalled that, at the time, a light rain was falling, low clouds were present, and it was not particularly windy. After the logging company employees learned that an airplane had, in fact, crashed and were informed of its approximation location, they informed the Safety Board investigator that they believe their location had been between 1/4 and 1/2 mile from the crash site. The Safety Board's on scene examination of the accident site and airplane wreckage revealed fragmented portions of the cockpit and engine components in a 5-foot-deep impact crater. Several hundred components were also found scattered over the 20 to 30-degree downsloping forested terrain within the 160-foot-long debris field. The debris field fanned out over a 45-degree arc from the main impact area. The accident site was located in a densely forested area about 36 nm east of the departure airport, at an elevation of 2,940 feet msl. All major structural components of the airframe and most engine components were located in the vicinity of the main wreckage. No evidence of fire was observed. Pertinent portions of the engines, turbochargers, propeller assemblies and airplane systems were recovered to a secured location for further examination. PERSONNEL INFORMATION The pilot, age 70, held an airline transport pilot certificate, with ratings for airplane multiengine land, commercial privileges for airplane single-engine land, and a flight instructor certificate, with ratings for airplane single-engine and instrument airplane. The pilot’s most recent FAA second-class airman medical certificate was issued on June 25, 2010, with the limitation “must wear lenses for distant vision and possess glasses for near vision.” A review of excerpts from the pilot’s personal logbook and data provided by the company chief pilot revealed that the accident pilot had accumulated 5,493 total flight hours, of which 1,525 were in the Cessna 340A; 1,520 hours were as pilot in command. The data also indicated that within the last 30, 60 and 90 days respectively, the accident pilot had flown 8, 20, and 26 hours in the accident airplane. The pilot’s most recent flight review was successfully completed on November 12, 2009 in the accident airplane. AIRCRAFT INFORMATION The 1982-model Cessna 340A, serial number 340A1527, was a twin-engine, low wing, retractable landing gear, pressurized, semimonocoque construction airplane. The airplane was powered by two six-cylinder, air-cooled, horizontally opposed, Continental TSIO-520-NB-2 (serial numbers 276993-R [right position] and 276932-R [left position) engines, rated at 335 horsepower. Both engines had accumulated 3,071.7 hours since new, and 1,557.3 hours since their most recent major overhaul. A review of aircraft maintenance records revealed that the most recent annual inspection was completed on March 3, 2010, at a total airframe time of 6,051.2 hours; the total airframe time at the time of the accident was 6,107.5 hours. On August 11, 1999, the airworthiness certificate was changed from Standard to Experimental (for research and development). On September 9, 1999, the airworthiness certificate was changed back to Standard from Experimental. A further review of the maintenance records indicated the replacement of the right engine fuel pressure regulator, which was in response to a squawk from the accident pilot on September 1, 2010, for the engine being slow to achieve full power. The logbook entry on September 24, 2010, revealed that the fuel pressure regulator was replaced and adjusted per Teledyne Continental Motors (TCM) specifications. According to a FAA inspector, the regulator was adjusted per RAM Aircraft specifications after the mechanics had conferred with TCM and RAM engineers. The airplane was then flown 7.1 hours after the logbook entry and before the accident flight without further anomalies being noted. METEOROLOGICAL INFORMATION The pilot requested a standard weather briefing from the Prescott, Arizona Flight Service Station. The briefing covered a period of about 7 minutes, from 0614:43 to 0621:35. The weather briefer advised the pilot that stormy weather would continue to affect western Washington for the next couple of days and that snow was falling in the Cascade Mountains above 4,000 feet, as well as gusty winds. The briefer continued by noting that Convective Sigmets were a possibility throughout western Washington, but they haven’t been issued yet. Additionally, moderate to heavy returns were possible throughout the Cascade area westward. Airmet Sierra was valid for mountain obscuration, with mountains obscured by clouds, precipitation and mist throughout the rest of the day. Also, Airmet Tango was in