NYC98FA129

The vintage ex-military jet was on an airworthiness test flight after a 12-year rebuilding process. Thirty-five minutes into the flight, and while on approach to an airport, the pilot announced over the radio that he wanted to conduct multiple landings. A little over 2 minutes later, he stated that the airplane would make a full stop, and 7 seconds after that, the pilot reported that he would have to eject. The engine had flamed out, but the pilot stayed with airplane until it cleared a crowded parking lot. The pilot did not survive the low trajectory ejection. Post-accident analysis revealed that one fuel gauge was frozen around 575 pounds, while the other had a needle slap mark at 740 pounds. All four fuselage fuel tanks were found empty, while both inboard wing tanks contained some fuel. The amount of fuel in the wing tanks at the time of the accident was undetermined due to tank leakage from the impact.

History of flight

On June 18, 1998, at 1116 Eastern Daylight Time, a rebuilt Hawker Aircraft Limited Hunter T Mk 8, N745WT, was destroyed during an approach to the Manchester Airport (MHT), Manchester, New Hampshire. The certificated airline transport pilot was fatally injured. Visual meteorological conditions prevailed at the time of the accident. The aircraft airworthiness test flight was conducted under 14 CFR Part 91.

The builder stated that on the day before the test flight, he and the pilot met for about 2 hours for cockpit familiarization and discussion of the flight test scenario. They briefed again for about 30 minutes on the morning of the test flight. The pilot wanted to use a modified Hunter test schedule that was agreed upon by the builder, and that schedule was later found with writing on it, near the wreckage.

The builder wrote that the pilot wanted to use the lower altitude structure for the test flight, based upon the prevailing weather. The builder then "insisted that the flight test be a maximum of 30 minutes plus taxi time because of limited fuel duration at the lower altitude. We both agreed on this plan." After the preflight, the builder again reminded the pilot of the 30 minute flight duration.

Several witnesses stated that the Hunter's internal fuel tanks and two pylon fuel tanks were full prior to the flight.

Witnesses also said that the Hunter started up about 1030. According to tower audio tapes, the jet took off at 1041. The builder wrote that it then turned to "a right downwind, building speed for a continued right onto a final approach with gear retracted for an unanticipated low pass at an estimated 400+ knots" before departing the airport area.

At 1047, the pilot radioed to approach control that he had a hydraulic problem, and that he was declaring an emergency. At 1048, he cancelled the emergency, and told approach control he would "stay out here and work for about 30 minutes."

After another 13 minutes of maneuvering, the pilot received vectors for a long final approach to Runway 17. At 1113:50, he checked in with Manchester Tower and requested "a touch and go, and some multiple visual patterns if you can arrange it." At 1116:03, he radioed: "Hunter 1 will be a full stop," and at 1116:10, the pilot reported: "Hunter 1 is gonna have to eject."

A witness heard and saw an airplane that was silver-gray in color, and looked and sounded like a fighter. "It was coming in pretty fast, and then it got silent" as it passed the witness, about 1/2 mile prior to the initial impact point. According to other witnesses, the jet continued to fly south over a populated area, crossed Interstate 293, then flew low over a rental truck parking lot. An employee of the rental company was standing near an open garage door when he "heard a noise like a plane - like a swoosh. I'm sure it wasn't under power. I looked out the door and saw it gliding past - the tail was down somewhat."

Another witness said he saw the canopy depart the airplane just as it was clearing the parking lot, where a number of people had been standing. The accident occurred during the hours of daylight, about 42 degrees, 57.1 minutes north, 71 degrees, 26.7 minutes west.

Personnel information

The pilot was experienced in the Hawker Hunter, and had previously flown with the builder. He was an active duty military pilot, but flying the test flight under civil authority only. A month earlier, the pilot had flown a Hunter in an air show, and he possessed a current Federal Aviation Administration (FAA) Statement of Acrobatic Competency for the Hawker Hunter.

According to the pilot's civilian logbook, he had flown over 230 sorties, and 240 flight hours in the Hunter. On his February 1997 application for a Second Class Medical Certificate, he stated that he had 4,500 hours of civilian flight time. His military flight time was not provided by the U.S. Air Force. However, his biography stated that he had over 8,500 hours of total military and civilian flight time, with over 3,500 hours in military fighters. It also stated that he had flown for Northern Lights Aircraft, Incorporated, and in that role, flew the Hunter in "stunts for cinematography, air displays, test work, and instructing test pilots in out-of-control/spin recovery and prevention procedures at the Navy Test Pilot School..." It went on to state that he was also "fully mission capable and qualified in the F-16."

Wreckage and impact information

The truck parking lot was bordered to the south by a chain link fence. Running along the outside the fence, was a narrow stand of trees, which rose 35 to 40 feet. To the south of the trees was a large sand pit, approximately 250 feet in length, and to the south of that, was a stand of dense woods.

The first ground impact area was observed in the sand pit, about 140 feet south of the fence. The second impact area, where the jet came to rest, was about 275 feet south of the fence, and slightly less than a mile from the airport runway. The pilot was found in his seat, in the woods, about 380 feet south of the fence. The drogue parachute was found deployed, while the main parachute was not.

Tree tops outside the fence were found sheared off, corresponding to a left wing being down at a 40-degree angle. The descent angle between the top of the sheared trees to the initial impact point was 11 degrees.

The jet's cockpit area was destroyed. There was substantial leading edge damage to the left wing, and minor damage to the right wing. There was no evidence of fire.

An inspection of the fuel system revealed that the fuselage center tanks and front tanks were empty. The two pylon fuel tanks were destroyed, and no evidence of fuel was found near the remnants. The right inboard wing tank had fuel to a maximum depth of about 1 1/2 inches, and the left inboard wing tank had fuel to a maximum depth of about 2 inches.

The amount of fuel remaining in the wing tanks when the accident occurred could not be determined. Firefighters on-scene reported seeing fuel leaking from the right wing area at a rate of 1/2 to 1 gallon per minute for about 20 minutes. However, it was not known what quantity of fuel had leaked before the fire fighters' arrival.

Medical and pathological information

On June 19, 1998, an autopsy was conducted on the pilot by the State of New Hampshire, Office of the Chief Medical Examiner, Concord, New Hampshire. No toxicological testing was performed.

Aircraft information

Subsequent to the accident, its ownership became a matter of dispute, and was being determined through litigation. Several documents listed the builder as the owner. However, the builder also provided a copy of a bill of sale which indicated that the airplane had been sold to Grace Aire, Incorporated, of Corpus Christi, Texas.

The Hawker Hunter was a 1950's-vintage jet trainer/fighter. According to the builder, the accident aircraft was rebuilt from two others over a 12-year period. The cockpit-forward section came from a two-seat T Mk 8, while the remainder came from a one-seat F Mk 50. The jet was issued a "Special Airworthiness Certificate for the purpose of exhibition" on June 15, 1998.

Descriptions of the Hawker Hunter's fuel system, from Hunter T Mark 7 Air Publications A.P. 101B-1302-1, Chapter 2, Fuel System, include:

1. The fuel system installation consists of four flexible bag-type tanks installed within the center fuselage, four in each wing, and a provision for drop tanks. Delivery to the engine is from the front pair of fuselage tanks, the supply being supplemented by means of electrically-driven booster pumps....Transfer of fuel from the remaining tanks to the fuselage front tanks is accomplished by means of air pressure obtained from a restricted tapping on the engine compressor.

2. The four fuselage tanks are...mounted in front of the engine in the center fusel