Kansas City-Charles B. Wheeler-Downtown

The Learjet 35A received substantial damage on impact with airport property and terrain during a landing overrun on runway 19 (7,002 feet by 150 feet, grooved asphalt) at Charles B. Wheeler Downtown Airport (MKC), Kansas City, Missouri. The airplane was operated by a commercial operator as a positioning flight to Kansas City International Airport (MCI), Kansas City, Missouri, with a filed alternate destination of Lincoln Airport (LNK), Lincoln, Nebraska. Night instrument meteorological conditions prevailed at the time of the accident. LNK was a certificated airport with a snow removal plan and was served by runway 17R (12,901 feet by 200 feet, grooved asphalt and concrete). The flight was en route to MCI to pick up passengers and continue on as an on-demand charter but diverted to MKC following the closure of MCI. MCI was closed due to a McDonnell Douglas MD83 sliding off a taxiway during an after landing taxi on contaminated runway/taxiway conditions. MKC held a limited airport certificate that did not have a snow removal plan and was served by runway 19. Following a precision approach and landing on runway 19 at MKC, the Learjet 35A slid off the departure end of the runway and impacted airport property and terrain. The Learjet 35A was operated with inoperative thrust reversers as per the airplane's minimum equipment list at the time of the accident. About 1:05 hours before the accident, runway 19 Tapley values were recorded as 21-22-22 with 1/2 inch of wet snow. About 17 minutes before the accident, MKC began snow removal operations. About 7 minutes before the accident, the MKC air traffic control tower (TWR) instructed the snow removal vehicles to clear the runway for inbound traffic. TWR was advised by airport personnel that runway 19 was plowed and surface conditions were 1/4 inch of snow of snow; friction values were not taken or reported. While inbound, the Learjet 35A requested any braking action reports from TWR. The first airplane to land was a Cessna 210 Centurion, and the pilot reported braking action to the TWR as "moderate", which was then transmitted by TWR as "fair" from a Centurion in response to the Learjet 35A's query. The Cessna 210 Centurion pilot did not use brakes during landing and did not indicate this to TWR during his braking action report. The Aeronautical Information Manual states that no correlation has been established between MU values and the descriptive terms "good," fair," and "nil" used in braking action reports. The Airport Winter Safety and Operations advisory circular (AC) states that "pilot braking action reports oftentimes have been found to vary significantly, even when reported on the same frozen contaminant surface conditions." The AC also states, "It is generally accepted that friction surveys will be reliable as long as the depth of snow does not exceed 1 inch (2.5 cm) and/or depth of wet snow/slush does not exceed 1/8 inch (3mm). The Learjet 35A flightcrew calculated a landing distance 5,400 feet. Two of the cockpit voice recording channels, which normally contain the pilot and copilot audio panel information, were blank.

The captain stated they had flown the GPS approach to runway 35. When they did not see the runway or runway environment they initiated a missed approach. During the missed approach, they were able to see the first 4 to 5 thousand feet on the approach end of runway 17. They "elected to circle to the north west to set up for a visual approach to runway 17." The captain stated that the approach was "slightly high and as a result, the flare was a bit higher than normal." The airplane entered the fog layer just prior to touchdown. The captain stated that during the landing flare the airplane had drifted to the left and "the aircraft settled onto the runway to the left of centerline and shortly thereafter the left main gear impacted a snow berm." The airplane turned hard to the left and departed the runway. The nose gear separated, the radome was crushed and the cockpit pressure bulkhead was broken open. The routine aviation weather report (METAR) at LGU reported the weather as follows: wind, calm; visibility, 1/4 statute mile in freezing fog; sky condition, vertical visibility 100 feet agl; temperature, minus 7 degrees Celsius (C), dewpoint, minus 7 degrees C; altimeter, 30.45 inches.

The cargo flight departed Cincinnati en route to Wichita, KS with an intermediate stop at Kansas City Downtown Airport. The flight progressed normally to a VOR runway 03 instrument approach, circling to runway 01. The pic had been cleared to commence the approach. Tower personnel subsequently advised the pic of a low altitude alert, to which the pic responded he had ground contact. The pic subsequently declared a missed approach, then said, 'I got it all right,' and he requested a 360° turn and landing on runway 01. Witnesses observed the aircraft approach from the west at a low altitude. Then, while over airport property, the aircraft turned sharply. The left wing dropped quickly as the aircraft banked nearly 90°. The aircraft impacted the ramp area 400 feet right of runway 01, in front of a fixed base operator and burst into flames. The aircraft slid about 200 feet before coming to a stop. The company chief pilot stated that the pic was deficient in VOR approaches. The pilot, sole on board, was killed.

During arrival to the Kansas City Downtown Airport, the flight was vectored for a VOR runway 03 approach, then was cleared for the approach and to circle and land on runway 36. On final approach, the aircraft was high and was not in a position to land, so the flight was cleared to circle left for another approach to land. The aircrew acknowledged and began circling left which took them in the vicinity of the Fairfax Airport. A short time later, the ATC controller cautioned that the flight might be lining up for the Fairfax Airport. Subsequently, the crew initiated a missed approach and were instructed to turn to 360° and climb to 3,000 feet. The aircraft began a steep climb to 3,100 feet, stalled and entered a steep descent. Before the descent was arrested, the aircraft impacted in a public water treatment plant. CVR recordings indicated that the 1st officer was flying the aircraft during the en route descent, VOR approach and circling approach, then the captain took control during the missed approach. An exam of the wreckage revealed no evidence of an airframe or powerplant problem. Also, there was no evidence that the cargo had shifted. All three crew members were killed.

The pilot stated that approximately 15 minutes from his destination the low fuel light illuminated in the cockpit. The aircraft was flown for approximately 10 minutes when the engines sputtered and quit. The pilot stated he 'came in too hot' and bounced off the runway, pulled the gear up looked for a field or road finally coming to rest on a frozen pond. Post accident investigation revealed less than 2 gallons of fuel aboard the aircraft.

On approach to Kansas City-Charles B. Wheeler-Downtown Airport, the pilot encountered very bad weather conditions with low ceiling, fog and windshear. In a zero visibility, he failed to realize his altitude was too low when the airplane struck trees and crashed in flames few miles short of runway 19 threshold. The aircraft was destroyed upon impact and all three occupants were killed.