20030114000579A

(-23) N127WW, Cessna C414 crashed under unknown circumstances two miles north of the Palm Springs, CA regional airport at 1414 PST. Substantial damage and minor injuries to the three occupants. On site on 1/15/03. Observed no fuel in left wing and tip tanks and observed no fuel on or around the left wing on ground. Observed minimal fuel in right side wing and tip tanks. No fuel odor at site. On 1/17/03, engine teardown resulted in the following items: right engine plugs showed large buildup of carbon indicating fuel was present but the mixture was extremely rich. Left side engine plugs showed no fuel residue and were extremely clean, indicating fuel not burning prior to impact. Markings on propellers indicate that they were windmilling, not under power upon impact. (.19) on January 14, 2003, at 1359 pacific standard time, a Cessna 414, N127WW, collided with level terrain following the loss of engine power while on approach for runway 31L at the Palm Springs international airport (psp), Palm Springs, California. The airplane was operated by the owner under the provisions of 14 CFR part 91, and sustained substantial damage. The certifi ed flight instructor (CFI), and a pilot rated passenger had minor injuries. The commercial multiengine pilot, located in the left seat, received serious injuries. Visual meteorological conditions prevailed for the cross-country flight. An instrument flight rules (IFR) flight plan had been filed. The flight departed zamperini field (toa), torrance, California, at 1145 on the morning of the accident. The flight was scheduled to terminate at psp. The owner/pilot-under-training was seated in the left seat, the CFI was seated in the right seat, and the pilot-rated passenger was seated in the right middle seat facing aft. According to the CFI, he was to provide ground school and flight instruction to the owners in their recently purchased airplane. The day before the accident he met the owners at toa and conducted a preflight inspection, per the pilot operating handbook (POH). Prior to starting the engine he noted that the left alternator circuit breaker was open. He reset the circuit breaker. The engines were started with no problems. The CFI stated that they taxied the airplane to the run-up area to test the systems. No discrepancies were encountered with the systems test. The airplanewas taxied back to the hangar. The CFI indicated that the airplane was refueled to capacity; 100 gallons in the main tanks, 40 gallons in the auxiliary tanks, and 40 gallons in the nacelle locker tanks. After completing ground school, the rest of the day was to be spent flying the airplane. The pilots performed a preflight check that included sampling all of the fuel sumps. The CFI indicated that approximately 1 quart of water was removed from the right wing's "inner most rear sump." He indicated that the water was cloudy and contained sediment. They continued to sump the fuel tank until there was no more water detected. The purpose of the flight was to some high altitude flight operations, as well as flight maneuvers at lower altitudes. The IFR flight plan was from toa to psp via thermal and blythe to an altitude of FL250. After reaching FL250, and configuring the airplane for cruise, the CFI switched from the main fuel tanks to the auxiliary fuel tanks. The CFI stated that a few moments later the "left engine dropped off line." He stated that there was no fuel flow observed on the fuel flow gage. The CFI stated that he switched the left auxiliary fuel selector back to the left main fuel tank. He declared an emergency, and circled the airplane towards the operating engine (right engine). During the descent to blythe, and several moments after selecting the left main fuel tank, the left engine came back on-line. The descent was stopped at 15,000 feet, after the left engine power came back. The emergency and the IFR flight plan were cancelled. The CFI reported that they decided to continue the flight in visual flight rules (VFR) conditions and continue on towards thermal. At that point both engines were operating normally. The left main fuel tank was selected, and the right auxiliary tank was selected. The CFI stated that prior to conducting air work over thermal; they switched the right fuel selector to the main fuel tank and started to transfer fuel from the nacelle locker tanks to the main tanks. The flight was continued to psp, where they were going to refuel and switch pilots for the flight back to toa. At 8,500 feet, the CFI advised psp approach that they wanted to simulate a single engine approach, while orbiting over the airport, to culminate in a full-stop landing. They proceeded towards psp, and descended to 3,500 feet. Psp tower cleared them for the approach. The CFI simulated a left engine failure by reducing the power via the throttle. The student pilot started his procedure of identifying and verifying the nonoperating engine; mixture - rich, propellers - high rpm's, and throttle forward. The student then made sure the landing gear and flaps were in the retracted position. The student identified the left engine as inoperative. When the student went to feather the left propeller, the CFI "blocked" the student from doing so, and then advanced the throttle to simulate zero thrust and trimmed the airplane. The student circled the airport towards the operating engine (right engine). During the descent, the power was reduced on the right engine to 2,400 RPM and 29.5 inches of manifold pressure. After orbiting two times over the airport, the student established the airplane on a right downwind for runway 31L. During the base to final turn, left wing high, the left engine started to surge "wildly," and rotated the airplane 180 degrees from its original direction of travel. They stopped the airplane from continuing to rotate, and both throttles were advanced to add power. At that point, the CFI took the flight controls. The CFI stated that the power increased on the left engine and the surging continued to increase in frequency. However, right engine power began to progressively degrade. He indicated that as a last ditch effort; the auxiliary fuel pump switches were set to the high position, with no noticeable response. The CFI stated that the airplane began to yaw to the right towards houses. He instructed the student to radio the tower and advise them of "an actual emergency condition." The CFI regained directional control by banking towards the left engine. After clearing obstacles, the airplane landed hard in a ravine. The student turned the master, magnetos, and alternator switches to the off position. The CFI turned the fuel selectors to the off position, and all three men exited the airplane. After exiting the airplane the CFI observed fuel flowing from the left main fuel tank at the front attachment point.