Michigan

The pilot was conducting his initial revenue and solo flight for this company, in this type of airplane. The weather for takeoff included fog and low ceilings. The airplane was equipped with a primary (left) attitude indicator which was electrically operated via an independent switch. This aircraft was the only such airplane operated by this company, with an independent switch configuration for the primary attitude indicator. The airplane collided with the terrain on the airport, just after takeoff. Subsequent examination revealed no anomalies with the engines or airframe. The primary attitude indicator was located. On examination it was found to have a malfunctioning on/off flag which gave the indication of being operative regardless of power to the unit. No rotational damage was noted within the gyro housing. The pilot, sole on board, was killed.

Pilot was on final approach when he stated he got a fuel crossfeed 'warning' light. He then proceeded to try to troubleshoot the fuel system by cycling the right boost pump switch, and 'reset and arm' the auto crossfeed. He stated the crossfeed light came on again followed by the right fuel pressure light, and he experienced a power loss on the right side. When he feathered the right engine, the left engine also experienced a loss of power. The pilot cleaned up the airplane and ditched in the lake short of the airport. The investigation revealed the left wing fuel tanks were empty, and the left nacelle tank was collapsed. The right wing fuel tanks were empty, and the right nacelle tank contained 19 gallons of fuel. The fuel supply, transfer, and crossfeed systems were functionally checked, and were operable. All cockpit fuel system lights indicated normal system operation.

While loading a patient & his personal gear in the aircraft for an air ambulance flight, the aircraft tipped onto its tail. As a result, the tail bumper was forced upward into the belly of the empennage. The pilot refused the offer to have a mechanic look at the damage, and remarked 'this has happened before.' after takeoff, the pilot radioed to the tower that he had a jammed elevator, and was coming around to land. While maneuvering on a base leg, control was lost & the airplane was observed to crash with one wing perpendicular to the ground. Another airplane was in the takeoff position on the runway. The airplane was configured with a hospital litter/stretcher and oxygen bottle on the right side of the cabin. There was no record for the approval for, or installation of, the stretcher. In addition, there was no weight & balance record for the airplane with the stretcher installation. All three occupants were killed.

The accident airplane collided with trees and terrain after being cleared for a non precision instrument approach. Instrument meteorological conditions prevailed. The minimum descent altitude for the approach profile from an intermediate intersection to the missed approach point is 1,460 feet. The elevation of destination airport is 745 feet. The elevation of the accident site is 880 feet. Two persons witnessed the accident sequence. Both persons saw the airplane in level, low altitude flight with the landing gear down before it struck the tree tops. They described how the airplane pulled up and then rolled before it struck the ground. One witness described how the airplane was flying at the base of the clouds. All three occupants were killed.

A lineman noted parking brake (p/b) was set before flight. Pilots began takeoff on 5,147 feet runway with 10 knots crosswind. A witness said aircraft rotated for takeoff about 4,500 feet down runway and lifted off about 50 feet later. Reportedly, it remained low and slow (20-60 feet agl) after lift-off, then banked (rocked) left and right in nose high attitude, settled, hit trees and crashed abt 200 feet beyond runway. One person said aircraft went out of control before impact; another said it was 'in or on the edge of stalled flight.' Examination showed rotational damage occurred in both engines during impact. The braking systems had evidence that p/b control valve was partially on; brake torque tube contained heat blueing. On this early model (Learjet 23/sn: 23-45a), p/b had to be released by depressing brake pedals first; pilot handbook did not address this. On later models (sn: 23-050 and up), p/b needed only to be moved 'off.' Investigations showed left seat pilot had training in later models (Learjet 24/25); but only a biennial flight review was noted in the model 23. Company dispatcher said no training would have been performed on accident flight (with passenger aboard). Aircraft was about 430 lbs over max weight limit. All three occupants were killed.

On December 3, 1990, at 1345 est, Northwest flight 1482, a DC-9 (N3313L), and Northwest flight 299, a Boeing 727 (N278US), collided near the intersection of runway 09/27 and 03C/21C in dense fog at Detriot-Metropolitan-Wayne County Airport, MI. At the time of the collision, the B-727 was on its takeoff roll, and the DC-9 had just taxied onto the active runway. The B-727 was substantially damaged, and the DC-9 was destroyed. Seven of the 40 passengers and 1 crew member aboard the DC-9 received fatal injuries. None of the 146 passengers and 8 crewmembers aboard the B-727 were injured.

A Piper PA-28, N55354, had departed Plymouth, MI and was climbing from 1,300 feet msl on a course of about 282° with a ground speed of 80 knots. At about the same time, a Piper PA-60, N8060J, was cruising at 2,100 feet msl on a flight from Detroit to Jackson, MI, on a course of about 258° with a ground speed of 165 knots. Subsequently, the 2 aircraft converged and collided at 2,100 feet msl. Both aircraft then plunged to the ground and crashed. Radar data and wreckage exam revealed the PA-60 had converged from the right rear of the PA-28; the PA-28 converged on the PA-60 from its lower, left, forward area. The PA-28 was on an instrument training flight with a rated private pilot and an instructor pilot (cfi) aboard. The investigation did not reveal which seat the cfi was occupying. No flight plan had been filed for either flight, nor was there any indication that either flight crew had obtained ATC/radar assistance. The pilot, sole on board, was killed.

During IFR departure, pilot received progressive altitude clearances to climb to 15,000 feet. At 1607 edt, he was vectored for 'a good rate of climb' thru 14,000 feet with clearance to proceed on course after leveling 14,000 feet for 15,000 feet. Radar data indicated a steady climb til aircraft was above 13,000 feet. As it climbed from 13,300 feet to 13,900 fet (max recorded altitude), its speed slowed from about 115 knots to below 80 knots. At 1613 edt, pilot was cleared to proceed direct and change frequency. Radar data showed that after reaching 13,900 feet, aircraft deviated from course and entered steep descent. Radar contact was lost and inflight breakup occurred. Pieces of wings and stabilizers were found up to 1.5 mile from fuselage. Trajectory study disclosed breakup occurred between 6,000 feet and 9,000 feet msl. Exam of fractures on major components revealed characteristics typical of overstress; no preexisting cracks were found. No autopilot failure or bird strike was found. Clouds were layered to 20,000 feet; freezing level was about 12,500 feet. There was evidence aircraft was in or near convective precipitation above freezing level for about 1.5 minute before rapid descent. Found Pitot heat switch 'off' and induction air door in its primary position. The pilot, sole on board, was killed.

The aircraft was completing a flight from Tampa to Detroit on behalf of the Detroit City Police. After landing on runway 15 at Coleman A. Young Airport, the airplane encountered difficulties to stop within the remaining distance, overran and came to rest. All six occupants escaped uninjured while the aircraft was damaged beyond repair.

While on final approach to land at night, the left engine lost power due to fuel starvation. Attempts to restart the engine were not successful. While the pilot was attempting a restart, the aircraft drifted to the right of the runway centerline and toward the proximity of hangars. The pilot stated that due to the power loss and wind conditions, he elected to land on airport property. Gear extension was delayed until just before landing. The aircraft touched down before the right main landing gear was fully extended and locked. Subsequently, the right main gear collapsed and the aircraft skidded about 500 feet before coming to rest. An examination revealed the nacelle and main fuel tanks were empty, but fuel was still remaining in the auxiliary tanks.