HAMPTON, GA, USA
N357T
Convair 240-27
About two minutes into the flight, the pilot noticed a high cylinder head temperature on the right engine. The pilot opened the cowl flap doors and the cylinder head temperature dropped 200 degrees. When the pilot noticed a reduction in right engine power, he elected to shut down the engine. The copilot was instructed to secure the right engine in accordance with the emergency procedures. Unable to maintain altitude, the pilot selected an emergency landing to a large open field, and the landing gear collapsed during the landing. Examination of the airplane at the accident site disclosed that the engine cowl flaps on both engines were in the open position. Examinations of the right engine subsystems failed to disclose a mechanical malfunction or component failure. A review of the normal and emergency procedures for the aircraft disclosed that the cowl flaps normal position for the shutdown engine is closed. A review of the aircraft performance data revealed that the airplane was capable of maintaining flight and a climb attitude with one engine. There was no cargo on the airplane. During the pilot's subsequent type rating reexamination in the Convair 240-27, the pilot failed to demonstrate a satisfactory level of knowledge in emergency procedures during the oral examination. The pilot subsequently surrendered the Convair 240-27 type rating to the FAA.
On March 7, 1997, at 1400 eastern standard time, a Convair 240-27, N357T, collided with the ground during an emergency landing to an open field near Hampton, Georgia. The cargo positioning flight operated under the provisions of Title 14 CFR Part 91 with no flight plan filed. Visual weather conditions prevailed at the time of the accident. The airplane sustained substantial damage. The airline transport pilot was not injured, but the co-pilot received minor injuries. The flight departed Griffin, Georgia, at 1330. The pilot and copilot had planned the visual flight from Griffin to Augusta, Georgia, under the provisions of Title 14 CFR Part 91. The departure from Augusta was to be conducted under the provisions of Title 14 CFR Part 125. According to the pilot, the takeoff and initial climb from Griffin were normal. Within one minute of takeoff, the pilot reported that the fire warning light flickered and went out, but there was no associated fire warning horn. The pilot elected to continue the flight since there was no other indication of a malfunction. About a minute later, the pilot noticed a high cylinder head temperature on the right engine. The pilot opened the right engine cowl flap doors and the cylinder head temperature dropped 200 degrees. At approximately the same time, the pilot noticed a reduction in airspeed and the airplane descended from 1800 feet to 800 feet. At this point, the pilot noticed a reduction in right engine power and elected to shut down the right engine. The copilot was instructed to secure the right engine in accordance with the emergency procedures. Since the pilot could not maintain level or a climb attitude, he selected another nearby airstrip for a forced landing. Because of the relative position of the airplane to the airstrip, the pilot decided that a safe approach and landing were not possible. As the airplane flew over the airstrip, a spectator in the auto raceway grandstands adjacent to the airstrip video taped the airplane as it flew near the race track. The video tape showed that the main landing gear were in the extended position. Unable to maintain altitude, the pilot selected another emergency landing area and established an approach to a large open field. During the approach for the forced landing, the pilot realized that the landing gear handle would not operate, and he was not sure of the landing gear position. The airplane touched down in the open field, and rolled about 700 feet. Examination of the airplane at the accident site disclosed that the main and nose landing gear had collapsed. Examination of the airplane at the accident site disclosed that the engine cowl flaps on both engines were in the open position (see attached photographs #2 & #3). Subsequent examinations of right engine subsystems failed to disclose a mechanical malfunction or component failure. The engine ignition and induction system were examined and both functioned normally. A review of the normal and emergency procedures for the aircraft disclosed that the cowl flaps normal position for the shutdown engine is closed. A review of the aircraft performance data revealed that the airplane was capable of maintaining flight and a climb attitude with one engine (see attached climb performance charts). There was no cargo on the airplane during the emergency. The estimated gross weight of the airplane at the time of the accident was 31,000 pounds. A review of the pilot's airmen certificate disclosed that, he had been issued a type rating in the Convair 240-27 on January 13, 1997. The pilot reported that he had acquired the type rating from a Federal Aviation Administration National Designated Examiner. According to the pilot, the examiner was not type rated in the Convair 240-27, but had extensive flight experience in other similar aircraft. A review of the pilot's records disclosed that he was in compliance with Title 14 CFR Part 61.31. The initial transition training in the Convair 240-27was accomplished and signed off by an instructor at Tol-Air Services of San Juan, Puerto Rico. During a subsequent reexamination of the pilot's type rating in the Convair 240-27, the Federal Aviation Administration Safety Inspector reported that the pilot failed to demonstrate a satisfactory level of knowledge in emergency procedures during the oral examination (see attached inspector's statement). Subsequent to this reexamination attempt, the pilot surrendered the Convair 240-27 type rating to the Federal Aviation Administration.
a partial loss of power on one engine for undetermined reason(s), and the pilot's failure to follow aircraft emergency procedures. A factor was inadequate transition/upgrade training.
Source: NTSB Aviation Accident Database
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