History of Flight
On November 18, 2014, about 0245 central standard time, an Aero Commander 500B airplane, registration N30MB, impacted a residence while attempting to return for landing after takeoff from Chicago Midway Airport (MDW), Chicago, Illinois. The flight was a 14 Code of Federal Regulations Part 135 on-demand cargo charter operated by Central Airlines, Inc., dba Central Air Southwest. Night visual meteorological conditions prevailed at MDW, and the flight operated on an instrument flight rules flight plan. The flight originated from MDW about 0238, destined for Ohio State University Airport (OSU), Columbus, Ohio.
The MDW tower controller cleared the flight for takeoff from runway 31C at 0238:50 and instructed a right turn to heading 110°. At 0240:17, the pilot reported having trouble with the left engine and requested to return for landing. The pilot elected a left traffic pattern for runway 31C. At 0241:13, the controller cleared the pilot to land, and the pilot acknowledged. No further transmissions were received.
GPS data from a handheld unit recovered from the airplane showed the airplane became airborne about 0239:39, about 1,900 ft from the runway arrival threshold. It reached a maximum GPS altitude of 959 ft (about 342 ft agl). At 0241, the airplane entered a left turn about 0.45 mile south of the runway 31C arrival threshold. The final GPS data point was at 0242:07, with an altitude of 890 ft (about 273 ft agl). The average groundspeed over the final 2 seconds was 51 knots. The accident site was about 135 ft northeast of the final data point and 0.50 mile southeast of the runway 31C displaced threshold.
Personnel Information
The pilot held a commercial pilot certificate with single- and multi-engine land airplane and instrument airplane ratings, and type ratings for CE-500 and LR-Jet airplanes (SIC privileges only). He also held a flight instructor certificate. He was issued a first-class medical certificate on November 12, 2014, with a restriction for corrective lenses. On the application, he reported 1,374 total flight hours, with 303 hours in the preceding 6 months. Company training records indicated he completed indoctrination and flight training between October 27 and November 5, 2014, and passed the airman competency/proficiency check on November 5. He was assigned as pilot-in-command on Aero Commander 500 airplanes. He had flown 26.9 hours since passing the checkride, and was off duty from 0130 on November 15 until reporting on duty at 2030 on November 17.
Aircraft Information
The airplane (serial number 1453-160) received an FAA normal category standard airworthiness certificate in June 1964. The operator purchased it in December 1978. The most recent inspection, a phase 1 inspection of airframe and both engines, was completed on October 23, 2014, at a total airframe time of 26,224.7 hours. At the accident, airframe time was about 26,280 hours. The left engine (S/N L-988-48) had about 14,134 total hours, with about 113 since overhaul. The left propeller assembly (S/N CK5153B) had about 4,902 total hours, 1,000 since overhaul. The right engine (S/N L-14565-48) had about 14,618 total hours, 1,697 since overhaul. The right propeller (S/N CK5076B) had about 4,259 total hours, 1,891 since overhaul.
The right engine was removed on June 20, 2012, repaired with a reconditioned crankcase and new bearings on July 10, 2012, and reinstalled on July 17, 2012. The right propeller assembly was repaired on April 23, 2013.
Meteorological Information
Weather at MDW at 0253 recorded by the Automated Surface Observing System: wind from 250° at 13 knots, gusting to 23 knots; broken clouds at 1,900 ft agl; visibility 10 miles; temperature -11°C; dew point -15°C; altimeter 29.99 inches of mercury.
Wreckage and Impact Information
The airplane impacted and came to rest within a home, destroying the southwest corner. The left wing was outside the home; the right wing remained attached and extended onto the roof of an adjacent home. The aft fuselage/empennage rested on the roof of the adjacent home. The forward fuselage and wings were oriented on magnetic heading 030°; the aft fuselage and empennage on 005°. The nose and cockpit were fragmented. Flight control continuity was confirmed from the empennage. Both wings remained attached; the left wing was deformed from the engine pylon outboard. The left engine was separated from the airframe except for control cables; the propeller remained attached. The left flap was deflected about 30°. The right engine and propeller had separated; the right propeller was found within the home. The right main landing gear was extended. No preimpact failure or malfunction was observed in the aileron or flap control continuity.
A fuel sample from the left forward fuel cell was clean and appeared to be 100 low lead aviation fuel. The right forward fuel cell appeared compromised. Fuel valves were on.
Examination of the left engine revealed continuity and compression; borescope examination showed no anomalies. The left propeller governor was bench tested and found within specification except for pump capacity (3.99 qt/min below minimum 5.0), feathering speed (1,527 rpm below minimum 1,555), and internal leakage (60 qt/hr above maximum 30). The right propeller governor was tested as recovered; it was within specification except for relief valve pressure (256 psi below minimum 260), pump capacity (4.24 qt/min below minimum 5.0), and internal leakage (60 qt/hr above maximum 30). The left fuel servo injector exceeded production flow limits; teardown revealed deformed mixture control and idle valve shafts.
Additional Information
A worksheet recovered from the airplane detailed six flight segments, including stops at Rickenbacker International Airport (LCK), Burke Lakefront Airport (BKL), Willow Run Airport (YIP), and Chicago Executive Airport (PWK). A load manifest listed the pilot as pilot-in-command and indicated 58 gallons of fuel obtained at LCK and 40 gallons at YIP. The fixed base operator at MDW reported the pilot requested a ground power unit to start engines but did not request fueling. The pilot reported the heater was not working but later got it working. The operator noted the pilot was about 45 minutes behind schedule due to a delay at BKL.
Approximate airspeeds derived from GPS data: about 73 knots during initial climb and turn, accelerating to 97 knots on downwind, then decreasing to about 45 knots in the final turn. According to the airplane flight manual, the stall speed with flaps extended was 59 knots.
Medical and Pathological Information
The Cook County Medical Examiner's Office attributed the pilot's death to multiple blunt force injuries. FAA toxicology testing was negative for all substances, including alcohol and carbon monoxide.