Louisiana

A 4,000-hour multi-engine private pilot lost control of the airplane while performing a go-around maneuver. The airplane subsequently pitched up, stalled and impacted a corn field in a nose low attitude where a post-impact fire ensued. Communications data and radar data compatible with the Radar Audio Playback Terminal Operations Recording (RAPTOR) program was used to plot the airplane's flight path on a topographical map. The plots appeared to indicate the airplane was on final, left of the extended runway 36 centerline. Detailed post-accident examinations of the airframe, engines and propellers were conducted and no anomalies were noted.

The twin-engine airplane was observed at a low altitude of approximately 1,000 feet agl performing power off stall maneuvers. The witness described the first stall maneuver initiation and recovery as "good." During the second stall maneuver, the nose rose higher than it did during the first maneuver, the right wing dropped, followed by a steep nose down attitude. The airplane rotated about one and one half revolutions before disappearing behind trees. Prior to ground impact, the witness heard the engines rev up. The purpose of the flight was to demonstrate the airplane to a prospective buyer. A radar and aircraft performance study indicated that the accident airplane departed the airport and began a series of heading, speed and altitude changes ultimately crashing 14.6 nautical miles east of the departure airport. During several time periods, calculations of the calibrated airspeed indicated a trend towards and below published stall speeds of 63 knots flaps extended and 71 knots flaps retracted. No structural or mechanical anomalies were observed during an examination of the airplane and engine.

The airplane impacted terrain during takeoff initial climb in dark night conditions with a 100 ft ceiling and 1/4 mile visibility in fog. The instrument rated private pilot sustained serious injuries and does not recall the flight. No discrepancies were found with the aircraft, flight instruments, or engines that would have contributed to the accident. A weather briefing was obtained and an IFR flight plan was filed. The pilot had 312.8 hrs total time (54.2 hrs in this aircraft), 61 hrs night flight time (36.9 hrs in this aircraft) and 26.8 hrs actual instrument time (19.6 hrs in this aircraft). Toxicological findings were positive for benzoylecgonine (metabolite of cocaine), ethanol, and cocaethylene (substance formed when cocaine and alcohol are simultaneously ingested) in a urine sample subpoenaed by the NTSB from the hospital that treated the pilot. Benzoylecgonine can be found in urine for 3 to 5 days after cocaine use. Since blood was not available for analysis, it could not be determined how much of each substance was ingested and when they were ingested. The pilot stated that he was not under the influence of cocaine or alcohol on the day of the crash.

Radar data showed the airplane tracking north of the planned route. It made several heading changes, and descended to 500 feet msl. The pilot advised ATC that he was landing at Shreveport, and was assigned a transponder code. No further transmissions were received by ATC. The airplane impacted transmission lines, poles, and trees approx 19 miles northwest of the airport. Examination of the propellers revealed that the right spinner dome marks equated to 74°; the operating range is 17-35°. The three blades of the left propeller showed only leading edge damage at the tips. Examination of the right engine revealed the following: carbon buildup in the exhaust and intake manifolds, exhaust valves pitted and scored, valve seats worn and pitted, spark plugs worn, compression below 60 on 4 cylinders, and a separated magneto block with pitting and fretting. Time since last annual inspection by operator maintenance personnel was 78 hrs. The left engine and accessories were extensively damaged by fire. The pilot, sole on board, was killed.

Witnesses saw the airplane depart and last saw and heard it with the landing gear down and both engines running at what they called normal takeoff power. Evidence indicated that the airplane then made a sharp left turn and descended to the ground, left wing first. Evidence indicated that the right engine was developing high power while the left engine was developing somewhat less than takeoff power. Teardown of the left engine revealed metal erosion on the top edges of the pistons with no corresponding marks on the cylinder walls. Some of this erosion was from previous operation and some was from very recent operation. There was no teardown of the right engine. Other than the erosion of the pistons, nothing was found to indicate any preimpact problems with the airframe or powerplants. The pilot, sole on board, was killed.

After abt 4.3 hours on an overwater flight, the crew reported they had 15 minutes of fuel remaining. Subsequently, 3 of 4 engines lost power from fuel exhaustion. During an emergency landing, the aircraft hit a levee and was extensively damaged. Most of the wreckage came to rest in a drainage canal. Bodies of the crew were recovered from the water on 7/22/88. During an investigation, no fuel was found in the fuel tanks and no fuel spill was evident. Records showed the aircraft had departed El Salvador with 7 hours of fuel. No reason for the loss of 2.7 hours of fuel was verified; but about 1 month after the accident, an employee of the operator reported finding an open drain valve in the wreckage, inside the #4 engine nacelle. A metallurgical examination indicated the valve had been in an open position for an extended time. No ground personnel saw fuel draining from the aircraft during start, taxi or takeoff. The crew had no control of the valve in flight. There was evidence the #1, #2 and #3 engines were not providing power during impact. All crossfeed valve controls were found in crossfeed positions. Ethanol was found in the pilot's and copilot's blood, but there was evidence that it was the resulted of postmortem changes.

The crew was executing the ILS approach and had turned back inbound on the procedure turn to the outer marker when the copilot stated they were 5.9 DME in a calm voice with no indication of a problem. Impact with the ground occurred at about 5.9 DME, approximately 10 statute miles from the airport, while the aircraft was in a slight nose up, slight right wing down attitude, with a high vertical rate of descent, and a high forward speed. The aircraft was demolished. No evidence of a pre-impact failure or malfunction of the aircraft or its systems could be found. The copilot was not rated in the aircraft and had logged a total of 7.9 hours of jet time in his personal logbook.

One hour after it arrived at Barksdale AFB, the KC-10 was taken over by three technicians for refueling and routine maintenance. One took place in the cockpit, one in the left main wheel well and one in the rear of the airplane when an explosion occurred. Fire spread quickly and almost destroyed the aircraft. The man who was in the left main wheel well was killed while both others were injured. At the time of the incident, the aircraft had 63,000 lb of fuel on board including 15,000 lb in the forward tank. The centre and aft fuel tanks were empty; the remaining 48,000 lb were in the wing tanks.

The pilot began an ILS runway 18R approach at night to the Lakefront Airport. He reported that after the aircraft broke out of the clouds at 1,700 feet, he transitioned to a visual approach. He stated that as he continued, the approach seemed normal, except the VASI lights seemed too far down the runway. He remembered that just before impact, the VASI was providing a red over red indication, but he did not worry as he perceived the aircraft was over the end of the runway and he was about to flare. At about that time, the aircraft impacted with water, well short of the runway. As the aircraft sank, the pilot escaped thru a hole in the windshield. Subsequently, he was found by passing fishermen. The pilot believed he had gotten a false perception of the runway location due to reflection of lights off of calm lake water.

Taxi clearance was received at 16:35 and the flight left gate 14B for runway 19. The airplane was cleared for takeoff at 16:44. Shortly after lifting off, at 200 feet above the ground, the engine torque gauges began to fluctuate erratically and the plane began to yaw back and forth. The captain believed the TTL (Torque Temperature Limiting) system may have been bypassing fuel to the engines (a situation that could occur when power levers are advanced too far forward). He then slightly decreased the power settings which resulted in even greater torque oscillations and greater yawing. The captain believed both engines were malfunctioning for some unknown reason and landed back on runway 19, because a 90° turn for runway 28 seemed impossible. The aircraft overran the runway, struck a 6 feet high chain link fence, struck a concrete barrier and skidded across the Route 61 highway before coming to rest on a parking lot.