N88HA

HISTORY OF FLIGHT

On March 20, 1994, at 0036 (all times are central standard time, cst), a Canadair CL601-3A, N88HA, operating as a positioning flight after a 14 CFR Part 135 passenger drop off, experienced a dual engine flameout during cruise flight between FL 370 and FL 410 in the vicinity of Bassett, Nebraska. The airplane sustained substantial damage during the subsequent forced landing in an alfalfa field. The two commercial pilots received serious injuries. Visual meteorological conditions prevailed for the flight, an IFR flight plan was in effect. The airplane departed Burlington, Vermont approximately 2128, with an intended destination of Long Beach, California.

The flight crew departed their home base of Long Beach, California (LGB) at 1028, and flew to San Diego, California (SAN). They picked up two passengers and a flight attendant and departed for Boston's Logan Airport (BOS), in Boston, Massachusetts. The flight arrived at BOS at 1728 and the passengers and flight attendant deplaned. The airplane departed BOS at 1807 with only flight crew on board. They flew to Lawrence Municipal Airport (LWM) in Lawrence, Massachusetts where they had prearranged a "quick turnaround" fuel stop for the trip back to LGB. A copy of the Aircraft Flight Log is appended.

Records indicate the airplane landed at LWM at 1814 with 3,000 pounds of Jet A fuel on board, and the flight crew planned to take on an additional 12,500 pounds of fuel. The contracted Fixed Base Operator (FBO) at LWM, Four Star Aviation, pumped about 221 US gallons into the airplane before the fuel truck stopped pumping. Attempts to revive the fuel truck were unsuccessful. Approximately two hours after they arrived at LWM, the flight crew decided to fly to Burlington, Vermont (BVT) to pick up the remainder of the required fuel load.

As the flight crew taxied the airplane to the active runway for departure, the FBO manager radioed them to report he found water in the bottom of the fuel truck, and wanted to check for contamination in the airplane. The pilots stated although they believed any water in the fuel would be dispersed due to movement on rough taxiways and motive flow fuel system, they parked the airplane to draw fuel samples. The FBO Manager drove to meet the airplane with a general aviation type (3 to 4 ounce) fuel strainer, and fuel samples were drawn from several drain points across the airplane. Small amounts of water were found at the belly drain points; the sampling continued until clear samples were obtained.

The flight crew departed for BVT about 2019. They operated under visual flight rules (VFR) at an altitude of 16,500 feet Mean Sea Level (MSL), and arrived at BVT approximately 2053. They stated the flight to BVT was uneventful except for observed auxiliary tank fuel quantity gauge and fuel totalizer fluctuations. The flight crew reported as a precautionary measure they elected to top the airplane off at BVT. The fuel tanks were drained again after fueling at BVT, with no evidence of water contamination.

The flight crew departed BVT approximately 2128. The pilots reported during the flight the IMPENDING FILTER BYPASS warning light for the left engine illuminated. They monitored other engine indications in accordance with the flight manual, and continued en route to LGB with the warning light illuminated. The pilots stated the airplane was established in cruise flight at 41,000 feet, approximately 2 1/2 hours into the flight, when the warning light went out. Shortly thereafter, the fuel LOW PRESS and fuel boost pump "ON" lights for the left engine began to flash on and off.

At 0014 (March 20, 1994), the pilots initiated a descent as the left engine began to spool down. They selected CONTINUOUS IGNITION and left engine power was restored temporarily. Approximately 0016 the left engine lost power again. The flight crew contacted Air Traffic Control (ATC) to request a lower altitude in order to attempt engine restart within the restart envelope. The pilots stated a few minutes later, as the airplane descended through approximately 37,000 feet, the right engine lost power with no observed warning lights or indications.

The pilots stated they lost all electrical power (except center panel emergency instruments) with the loss of power on both engines. They manually deployed the Air-Driven Generator (ADG) and recovered power for pilot's side instruments, radios and 3B hydraulic pressure. The right seat pilot declared "MAYDAY", reported the loss of both engines and requested ATC vectors to the nearest airport. ATC advised the flight crew of several airports in the area, and the crew chose the closest, the Rock County Airport (RBE), in Bassett, Nebraska, for their emergency approach and landing.

The pilots reported throughout the emergency the left seat pilot flew the airplane and looked for the airport, while the right seat pilot worked the radios and attempted restarts on both engines and the APU. The flying pilot stated he set up a glide speed of 230 knots which resulted in a descent rate of about 1,500 foot per minute (fpm). He reported he selected the 230 knot airspeed as a compromise to provide the ram air necessary to keep the ADG running, but still maintain a moderate descent rate to allow time to locate the airport/runway and set up for the power off approach.

The right seat pilot stated he made 2 to 3 unsuccessful restart attempts on each engine during the emergency descent. He reported he also tried to start the APU about 7 times without success. The right seat pilot also attempted to activate the pilot controlled runway lighting system at RBE on the 122.9 Mhz frequency issued by ATC. After several unsuccessful attempts and some discussion, ATC revised the frequency to 122.8 Mhz. The right seat pilot continued to try to activate the runway lights without success.

The flying pilot reported when the airplane broke out of the overcast, he was able to locate the airport's rotating beacon, but didn't see the runway. He set the airplane up in a descending spiral above the airport and kept looking for the runway. The flying pilot stated when he finally saw the runway, he felt the airplane was too low to make a successful approach and landing. The pilots stated it was so dark they couldn't see anything, so they decided to keep the wings level and land straight ahead. The airplane impacted terrain in an alfalfa field about one mile northwest of the airport.

INJURIES TO PERSONS

The left seat pilot was wearing both lap belt and shoulder harness at the time of impact. He was hospitalized overnight and received treatment for what he described as "whiplash" type injuries to his neck and shoulders. The pilot was released and returned to California, where further examination revealed a fracture of the C2 vertebra.

The right seat pilot was in the main cabin when the accident sequence initiated. He reported when he returned to his seat in the cockpit he fastened both the lap belt and shoulder harness. He was treated for cuts and lacerations to his head and hands, broken ribs, and fractures in three vertebrae in the lower back.

The left seat pilot stated: "When the engines quit, I kind of hunkered in, really tightened the belt and shoulder harness. [The right seat pilot] came back to his seat, got lap belt on but I don't know if he got the shoulder harness. I had a peripheral view of him going forward towards the instrument panel, while I was stationary at impact."

OTHER DAMAGE

The airplane collided with a barbed wire fence, a cedar tree windbreak and the free end of a center pivot irrigation rig during the impact sequence. Photographs are appended. The airplane also struck two farm fields during the crash sequence. The airplane fuel tanks were compromised during impact and there was evidence of fuel spillage on the alfalfa crop along the wreckage path.

CREW INFORMATION

The right seat pilot was employed as the Chief Pilot for the operator and was acting as pilot in command (PIC). He held an ATP Certificate, with an airplane multiengine land rating and a type rating in the accident make and model airplane. He completed a Biennial Flight Review on March 7, 1994. The pilot held a First Class Medical Certificate with no restrictions or limitations, issued January 19, 1994. The NTSB Form 6120.1/2 indicated the pilot had 7,110 hours total flight time, with 2,570 hours in the accident make and model airplane. He had flown 169 hours in the accident make and model airplane within the 90 days preceding the accident.

The left seat pilot (second pilot) was a contract pilot employed frequently by the operator. He held an Airline Transport Pilot (ATP) Certificate, with an airplane multiengine land rating and a type rating in the accident make and model airplane. The type rating was issued October 21, 1993. The pilot held a First Class Medical Certificate with no restrictions or limitations, issued September 30, 1993. The NTSB Form 6120.1/2 indicated the pilot had 6,300 hours total flight time, with 390 hours in the accident make and model. He had flown 108 hours in the accident make and model airplane within the 90 days preceding the accident.

AIRCRAFT INFORMATION

The Canadair CL601-3A "Challenger" was manufactured in 1990. It was powered by two General Electric (GE) CF34-3A turbofan engines (original equipment). Airframe and engines had accumulated approximately 1108.5 hours since new. The airplane was operated under a Continuous Airworthiness Maintenance Program. The most recent inspection was a Daily Inspection dated March 19, 1994. No anomalies were noted. A copy of the Inspection sheet is appended.

The Challenger is equipped with an ADG which provides AC power in the event of an in flight total power loss. The ADG consists of a ram-air turbine (RAT) and an AC electrical generator. The pilots indicated they had an airspeed trade off...