Rockford

The private pilot departed on a cross-country flight in his high-performance, turbine-powered airplane with full tanks of fuel. He landed and had the airplane serviced with 150 gallons of fuel. He subsequently departed on the return flight. As the airplane approached the destination airport, the pilot asked for priority handling and reported that the airplane "lost a transfer pump and had a little less fuel than he thought," and he did not want to come in with a single engine. When asked if he needed assistance, he replied "negative." The pilot was cleared to perform a visual approach to runway 19 during night conditions. As the airplane approached the airport, the pilot requested the runway lights for runway 25 be turned on and reported that the airplane lost engine power in one engine. The controller advised that the lights on runway 25 were being turned on and issued a landing clearance. The airplane impacted terrain before the threshold for runway 25. During examination of the recovered wreckage, flight control continuity was established. No useable amount of fuel was found in any of the airplane's fuel tanks; however, fuel was observed in the fuel lines. All transfer pumps and boost pumps were operational. The engine-driven fuel pumps on both engines contained fuel in their respective fuel filter bowls. Both pumps were able to rotate when their input shafts were manipulated by hand. Disassembly of both pumps revealed that their inlet filters were free of obstructions. Bearing surfaces in both pumps exhibited pitting consistent with pump operation with inadequate fuel lubrication and fuel not reaching the pump. The examination revealed no evidence of airframe or engine preimpact malfunctions or failures that would have precluded normal operation of the airplane. Performance calculations using a flight planning method described in the airplane flight manual indicated that the airplane could have made the return flight with about 18 gallons (119 lbs) of fuel remaining. However, performance calculations using a fuel burn simulation method developed from the fuel burn and data from the airplane flight manual indicated that the airplane would have run out of fuel on approach. Regulations require that a flight depart with enough fuel to fly to the first point of intended landing and, assuming normal cruising speed, at night, to fly after that for at least 45 minutes. The calculated 45-minute night reserves required about 56 gallons (366 lbs) of fuel using a maximum recommended cruise power setting or about 37.8 gallons (246 lbs) of fuel using a maximum range power setting. Regardless of the flight planning method he could have used, the pilot did not depart on the accident flight with the required fuel reserves and exhausted all useable fuel while on approach to the destination. The airplane was owned by Edward B. Noakes III.

Radar data indicated that the airplane descended on a straight track from flight level (FL) 380 in accordance with the pilot's clearance to descend to 13,000 feet and begin the VOR (very high frequency omni-directional radio range) approach to the destination airport. The last transmission from the pilot was an acknowledgment of the cancellation of radar service and an instruction to switch to the airport advisory frequency. At that time, the airplane was at a mode C reported altitude of 14,000 feet. The airplane maintained a steady descent rate for the next minute and leveled off at 13,000 feet. About 2 1/2 minutes later, the airplane began a turn to the right to head outbound for the procedure turn on the approach and descended to 12,900 feet. The approach procedure specified a minimum altitude of 8,200 feet in the procedure turn. The airplane lost 1,600 feet in the next 10 seconds, and this was the last radar contact. A witness working in his office at the airport heard a loud engine noise, and then a “plop” noise. He said that the engine noise was loud, then softer, and then loud again. He heard it for 3 to 5 seconds. Another witness saw an airplane below the cloud bases that was turning to the right with a nose low pitch attitude of about 75 to 80 degrees. It made six to seven turns before it disappeared from sight behind terrain, and the radius of the turn got tighter as the airplane descended. Examination of the airframe, systems, and engines revealed no anomalies that would have precluded normal operation. Anti-ice fluid was on the leading edges of the wing and tail anti-ice panels. An Airmen’s Meteorological Information (AIRMET) in effect for an area that included the accident site noted that the freezing level was from 4,000 to 10,000 feet with the potential for icing from the freezing level to 20,000 feet.

The airplane sustained substantial damage on impact with terrain and objects after traveling off the end of the runway during a main wheels up landing. The captain reported that prior to takeoff, he closed the cargo door and the copilot confirmed the door light was out. After takeoff at an altitude of about 600 feet, the cockpit door popped open and the crew noticed the cargo door was open. The captain elected to return to land. The captain reported he requested repeatedly for gear and flaps extension, but the copilot was late in doing so and it "caused us to overshoot the runway centerline." The copilot then began calling for a go around/missed approach at which time he raised the gear and the retracted some of the flaps. The copilot reported the captain continued to descend toward the runway and overshot the runway centerline to the right. The copilot reported that at this time he lowered the gear. The nose gear extended prior to touchdown, however the main gear did not. The airplane touched down approximately 1/2 way down the runway and traveled off the end. A witness reported noticing that the exterior door latch was not down as the airplane taxied to the runway.

The commercial pilot was on a repositioning flight from Kenosha, Wisconsin to Atlanta, Georgia, after having been without sleep for about 20 hours. Witnesses observed the aircraft circling a subdivision near Rockford, Illinois at a low altitude, just above the treetops. The aircraft was in a steep left bank, described as 70-90°, when it reversed direction into a steep right bank and descended into the trees. The pilot, sole on board, was killed.

Just after liftoff, while in initial climb, the left wing detached. Out of control, the airplane crashed in a huge explosion and was destroyed by impact forces and a post crash fire. The pilot, sole on board, was killed.

The pilot and his passenger departed Rockford in the early morning and completed several flights in the region all along the day. While cruising by night over Lake Michigan, the pilot lost control of the airplane that crashed into the lake off Manitou Beach. Both occupants were killed.

Shortly after takeoff from Rockford Airport, the pilot lost his orientation due to poor visibility caused by foggy conditions. He decided to bail out and abandoned the aircraft. Doing so, he struck the stabilizer and was later found dead. Out of control, the aircraft dove into the ground and crashed in Calvin Park, a district of Rockford. There were no casualties on the ground.