Golden Eagle 421
Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Commercial; Flight Crew Flight Engineer
Flight Crew Last 90 Days 30; Flight Crew Total 15419; Flight Crew Type 10
Situational Awareness; Time Pressure; Training / Qualification; Troubleshooting; Workload
Aircraft Equipment Problem Critical
Flight Crew Inflight Shutdown; Flight Crew Diverted; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Landed in Emergency Condition; General Declared Emergency
Weather; Aircraft
Conducted a normal preflight a Cessna 421C; fuel tanks had been topped-off the night before and both engines had 13 quarts on the dipstick. I got a clearance for an IFR flight and was 'cleared as filed'. Departed at midday on Runway 31 with all engine indications mostly normal - noted the right-hand engine only reaching 37' MP (39' max). Climb-out was normal and the autopilot and yaw damper was engaged. ATC gave me vectors to course with steady step-climbing to 14;000 FT. I was attentive to cylinder head temperatures on climb-out and kept the climb speed up to enhance cooling at climb power. We entered IMC at 9;000 with outside temp at 2 degrees Celsius and decreasing; so I turned on pitot heat; stall warning heat; window heat; and checked amps to verify loads. At about 12;000 FT the right-hand engine made a slight bump in the RPM and MP. The fuel pumps were re-verified in the low position. Leveled off at 14;000 FT and began trimming and adjusting power gradually for cruise. About two and a half hours after takeoff the airplane started shaking and jerking just before the nose yawed to the right and then down (autopilot in HDG and ALT). Initial indications at this point were a problem with the right-hand engine; so it was feathered; and I declared an emergency. Airspeed was decaying so I established the best glide speed while trying to secure the airplane and troubleshoot the problem. I declared an emergency and asked Center for vectors to nearest airport and was given a heading. I told them that was too far away and asked for a nearer airport so they sent me to a military Approach Control. The TRACON was slow to recognize my urgency and I had to directly ask for help several times before getting a heading to a nearby airport. Descending through 11;000 FT I realized that the left-hand engine was not running. The RPM had reduced from 1;900 to less than a 1;000 RPM. I tried two re-starts but was not successful. It was VMC at 9;000 FT so I turned off all electrical switches except for the avionics master. The airport became visual at about 6 miles when I was at 6;000 FT so I knew that I would make this airport. I landed uneventfully; cleared the runway and had the airplane towed to the FBO. Later I called the TRACON and canceled my IFR flight plan. Airplane was not damaged in the descent and landing.
The Reporter stated that the dual engine failure was the result of a left engine malfunction followed by him mistakenly shutting down the right engine. The events leading up to the error included the unexpected icing and his passengers asking that cabin be warmer because the temperature dropped and they were uncomfortable. The ice completely covered his windscreen during the climb and he was perplexed because no icing was forecast. As he was focused the icing issue; he thought the right engine malfunctioned; but in fact the left engine oil pressure dropped which opened the turbo waste gate and damaged the propeller gear box which disconnected the propeller. So he felt very fortunate to have an airport nearby.
A C421 pilot at 14;000 FT IMC with unforecast icing thought the right engine was malfunctioning and so shut it down only to realize the left engine quit. He later found out the left engine oil pressure dropped causing it to fail and he mistakenly shut his good engine down.