History of Flight
On the evening of November 28, 2011, a Piper PA-31-350 Chieftain operated as an EMS flight declared an emergency after reporting fuel exhaustion. The aircraft struck trees and terrain near Riverwoods, Illinois, about 3 nautical miles northeast of Chicago Executive Airport (PWK). The flight had departed Jesup-Wayne County Airport (JES) in Georgia at approximately 1900 central standard time, en route to PWK. Earlier that day, the same aircraft had flown from Crawfordsville, Indiana, to Perry, Georgia, and then to West Palm Beach, Florida, with a different crew. The accident crew began their duty period at 1430 in West Palm Beach, departed at 1642, and landed at Jesup at 1830. Fueling records show 165 gallons of avgas were added at Jesup. The flight departed Jesup at 1900 on an instrument flight rules (IFR) plan.
During the approach to PWK, the pilot requested to fly direct to the PAMME outer marker. ATC denied this request and assigned a heading. The pilot then declared an emergency, stating the aircraft was out of fuel. The controller cleared the flight for a visual approach, but the aircraft subsequently lost power and crashed. The pilot-rated passenger, seated in the front right seat, reported that after selecting auxiliary fuel tanks, the fuel gauges showed the last quarter of the main tanks consumed quickly. The right fuel flow warning light illuminated; the pilot activated the crossfeed valve. Both engines lost power on a west heading during a descent through clouds. The aircraft emerged from clouds at about 1,400 feet msl with approximately 700 feet of altitude remaining. The pilot moved the mixture to idle/cutoff and feathered the propellers. The aircraft struck trees, with the first tree impacting the pilot's side window. The controls went limp, and both yoke handles broke. A neighbor discovered the wreckage.
The medical crew member stated that the aircraft appeared to be topped off at Jesup. During the flight, he noted a cockpit gauge indicating 30 minutes of fuel remaining. The pilot switched tanks and rocked the wings before both engines shut down simultaneously. The aircraft's nose pitched up upon tree impact. The medical crew member's seat separated from its floor track; he freed himself and exited through the bottom half of the split cabin door. He reported a small fire and directed responders.
Personnel Information
The 58-year-old pilot held an airline transport certificate with multi-engine land and commercial single-engine land ratings, plus flight instructor and type ratings. He had 6,607 total flight hours, with 120 hours in the PA-31-350. He held a first-class medical certificate with limitations for hearing and vision. His medical application listed 6,350 total hours and 20 hours in the prior six months. He had two prior driving under the influence convictions. The operator conducted a background check but did not obtain a Department of Transportation driving record.
The 24-year-old pilot-rated passenger held a commercial pilot certificate with instrument and multi-engine ratings and a flight instructor certificate. He had 314.3 total flight hours, including 7 hours as second in command with the operator. He was compensated for positioning flights but considered a passenger on the accident leg.
Aircraft Information
The 1976 Piper PA-31-350 Chieftain, serial number 31-7652044, was a twin-engine aircraft with retractable landing gear. It had a maximum gross weight of 7,368 pounds and was powered by two 350-horsepower Lycoming TIO-540-J2BD engines driving three-bladed Hartzell propellers. A Spectrum Aeromed Air Ambulance conversion had been installed. The last annual inspection was completed on July 22, 2011, at 17,630 total hours. The right engine had been replaced with a repaired unit on November 18, 2011.
The fuel system included four flexible fuel cells (two per wing): outboard cells held 40 gallons each, inboard cells held 56 gallons each, totaling 192 gallons with 182 usable. Fuel flow warning lights activated when fuel near tank outlets dropped low. The crossfeed valve was for emergencies only.
Meteorological Information
At 2252, Chicago Executive Airport reported wind from 350 degrees at 9 knots, visibility 10 miles, overcast ceiling at 1,400 feet, temperature 2°C, dew point -2°C, altimeter 29.99 inches of mercury. Similar conditions prevailed at DuPage Airport.
Wreckage and Impact Information
The aircraft impacted trees and terrain in a wooded residential area. The wreckage path extended 250 feet on a heading of about 130 degrees magnetic. The fuselage came to rest facing 280 degrees magnetic. All major components were within the debris path. Landing gear were found retracted. Throttle levers were full forward, mixture levers full rich, propeller levers high rpm. Magnetos were on. Left fuel boost pump was on; right was off. Fuel selectors were on inboard tanks; crossfeed valve was on. Approximately 1.5 ounces of avgas was found in the system. All four electric fuel pumps were operational. Flaps were up. Both propellers were feathered. No preimpact anomalies were found on the airframe or engines.
Medical and Pathological Information
An autopsy on the pilot listed multiple traumatic injuries as the cause of death. Toxicology testing detected tetrahydrocannabinol (marihuana) in the pilot's liver, lung, and blood: 0.1077 ug/ml in liver, 0.0198 in lung, 0.0157 of its carboxylic acid in liver, and 0.0024 in blood. Blood was unsuitable for analysis of THC.
Company Information
Trans North Aviation Ltd, doing business as Travel Care International, was a Part 135 on-demand air taxi operator providing medical air transportation. The company employed three pilots and one mechanic, operating four aircraft including the Piper PA-31 and Cessna 340. Bases were located in Eagle River and Green Bay, Wisconsin; Chicago, Illinois; and Charleston, South Carolina.