CHI04FA029

!!This case was modified January 12, 2006!!

The turbojet airplane was destroyed during a forced landing and post accident fire after a loss of power in both engines during takeoff climb. The pilot reported that both engines operated normally during taxi and pre-takeoff checks. He reported that, "We rotated positive rate gear up, V2 plus 30 flaps up, and at that point we struck birds taking No. 2 engine out. Upon losing No. 2 engine I advanced thrust levers forward and realized that the No. 1 engine was only producing approximately 70% RPM with EGT over read line." He executed a forced landing to a field and the crew and passengers evacuated the burning airplane. The copilot reported, "At approximately 500 to 1,000 ft. above ground level, I observed a large flock of birds straight ahead of us, and then passing just off our nose to the left side. I immediately heard an engine flameout. As I started to go to the checklist for single engine operations, I quickly realized that we were loosing airspeed and unable to maintain altitude. The PIC said we were going down and heading for the best emergency-landing stop." The Cockpit Voice Recorder (CVR) recorded the pilot stating, "We hit a bird," and the copilot stating, "Yep," immediately following the CVR recording a "sound similar to decrease in engine RPM." The inspection of the airplane's fuel system, pneumatic system, engines, fuel controls and fuel pumps revealed no pre-impact anomaly. No physical evidence of bird ingestion was found in either engine. A CVR sound spectrum plot and a flight profile analysis revealed that one engine flamed out almost immediately after the sound of a "thump" on the CVR. The other engine's speed decreased and experienced stalls until the engine speed was reduced to flight idle. The original engine certification tests indicated that compressor stalls occurred when a 2-4 ounce starling was shot ingested into the engine, but physical damage from bird ingestion was very slight due to the all steel construction and geometry of the engine. Engine flameouts, however, were not recorded during the certification tests. A wildlife specialist conducted a bird count at the accident airport two days after the accident occurred, and he reported counting a flock of about 800 European Starlings.

!!This case was modified January 12, 2006!!

History of flight

On November 12, 2003, at 0645 central standard time, a Learjet 24D, N77JL, operated by Multi-Aero Inc. and piloted by an airline transport pilot, was destroyed during a forced landing and post accident fire after a loss of power in both engines. The flight departed runway 12R (6,997 feet by 100 feet, asphalt) at St. Louis Downtown Airport (CPS), near Cahokia, Illinois, at 0641. The business flight was operating under the provisions of 14 CFR Part 135 flight and was on an instrument flight rules (IFR) flight plan with North Platte, Nebraska, as the destination airport. Visual meteorological conditions prevailed at the time of the accident. The pilot and co-pilot sustained minor injuries. The two passengers reported no injuries.

The pilot reported that the airplane was fueled with 300 gallons of jet A fuel with Prist, a fuel additive, from the local fixed base operator at CPS. The pilot reported that a ground power unit was used to start both engines and both engines started normally. The CPS tower was not open yet, so the flight received their departure weather from the CPS Automated Surface Observing System (ASOS), and received their takeoff clearance from St. Louis Approach Control.

The pilot reported that after all the takeoff checks were accomplished, the proper "V" speeds set, and the flaps set to 10 flaps, the flight departed from runway 12R. The pilot reported, "I lined up on 12R and we proceeded with our takeoff roll. Co-pilot made standard calls, we rotated positive rate gear up, V2 plus 30 flaps up, and at that point we struck birds taking No. 2 engine out. Upon losing No. 2 engine I advanced thrust levers forward and realized that the No. 1 engine was only producing approximately 70% RPM with EGT over red line. I then realized time nor altitude was going to be enough for a restart or a return to landing. With only seconds remaining, I looked and found the best suitable landing spot to crash land the aircraft. Upon crash-landing aircraft wingtips departed and we came to a stop. Co-pilot assisted passengers out the emergency window exit away from the wreckage, and I escaped out of the main emergency exit and got away from the wreckage that had broken out into fire in the tail first, and then traveled though out the cabin and cockpit, destroying 95% of the aircraft with fire."

The copilot reported, "The PIC was the 'Pilot Flying' and as the SIC, I was making the standard call outs. Everything was normal on the takeoff roll and I called out V1, rotate, V2, gear up, V2 plus 30, and flaps up. At approximately 500 to 1,000 ft. agl, I observed a large flock of birds straight ahead of us, and then passing just off our nose to the left side. I immediately heard an engine flameout. As I started to go to the checklist for single engine operations, I quickly realized that we were losing airspeed and unable to maintain altitude. The PIC said we were going down and heading for the best emergency-landing stop. I observed fire upon impact and as the aircraft slid to a stop. As I looked back to check on the passengers, I observed fire out both side fuselage windows. The passengers appeared to be uninjured. I attempted to open the top of the main cabin door but was unable. I then moved to the rear of the aircraft to open the emergency exit. I assisted the passengers out the emergency exit and got them away from the burning aircraft. I then observed the pilot coming from around the left side of the aircraft and we all moved away from the aircraft."

One of the passengers reported hearing a "pop" on the left side of the aircraft shortly after takeoff. He reported that he did not remember hearing an increase in engine noise after hearing the "pop." It became obvious to the passenger that the airplane was losing power and the airplane started to descend. He checked his seat belt prior to impact. Once the airplane came to a stop, he had trouble finding the emergency exit until the copilot came back and opened the emergency exit.

A witness on the ground reported seeing the airplane flying low and losing altitude. He reported that he could not tell by the sound if the engines were running. He reported that he did not see any smoke or flames coming from the airplane prior to impact. He reported that the tail of the airplane was on fire at first, but soon after the four people were out of the airplane, the whole airplane was on fire.

The airplane was emitting a discrete transponder beacon code that the St. Louis approach radar recorded. The radar track data recorded six valid radar "hits" which indicated the airplane's heading, altitude, time, and position. The radar track data indicated the airplane climbed to about 900 feet pressure altitude (about 834 feet above mean sea level) at 0642:44. The elevation at CPS is 414 feet msl. During the next 28 seconds, five more radar hits indicated the airplane was on about a 120 magnetic bearing from CPS at an altitude of about 900 feet pressure altitude. The last recorded radar hit was at 0643:13.

The airplane impacted the terrain on the down slope of a hill in a farm field that was recently planted. Local fire departments responded to the accident and used water and flame retardant to put out the fire.

Personnel information

The pilot held an airline transport pilot (ATP) certificate with single-engine and multi-engine land ratings. He also held a certified flight instructor certificate with single-engine airplane, multi-engine airplane, and instrument airplane ratings. He held a First Class medical certificate. The pilot had accumulated 9,054 total flight hours including 760 in the same make and model airplane as the accident airplane. Training records indicate that the pilot's most recent Airman Competency/Proficiency Check, as required by 14 CFR Part 135.299, was satisfactorily completed on January 8, 2003.

The copilot held a commercial certificate with single-engine and multi-engine land ratings. He also held a certified flight instructor certificate with a single-engine airplane rating. He held a First Class medical certificate. The copilot had accumulated about 3,400 total flight hours including 150 in the same make and model airplane as the accident airplane. Training records indicate that the pilot's most recent Airman Competency/Proficiency Check, as required by 14 CFR Part 135.297, was satisfactorily completed on July 29, 2003.

Aircraft information

The airplane was a twin-engine Learjet 24D, serial number 286, manufactured in 1974. The airplane seated 8 and had a maximum gross takeoff weight of 13,000 pounds. The engines were GE CJ610-6 engines that produced 2,950 pounds of thrust each. The airframe had a total time of 6,653.4 hours with a total of 6,504 cycles. The last aircraft inspection was conducted on November 7, 2003, in accordance with Multi-Aero Inc's., Approved Airworthiness Inspection Program (AAIP) maintenance inspection program. The airplane had flown 2.3 hours since the last inspection.

The left engine, serial number 251-518A, had accumulated 6,352.7 total hours. It underwent a 300-hour inspection on January 27, 2003, in accordance with Multi-Aero Inc's., AAIP. The right engine, serial number 251-517A, had accumulated 6,607.2 total hours. It was inspected on March 19, 2003, and an operational maintenance test flight was flown on April 18, 2003, to check that it operated within parameters.

Meteorological information

At 0653, the observed surface weather at CPS was: Winds variable at 5 knots; visibility 10 statute miles; sky clear; temperature 18 degrees C; dew point 16 degrees C; altimeter 29.85 inches of mercury.

Flight recorders

A Fairchild model A-100, cockpit voice recorder (CVR), was installed on the airplane. The CVR was inspected by the National Transportation Safety Board's (NTSB) Vehicle Performance Divisi