NASA concluded that a head-up display and microwave landing system would have helped the pilot more safely fly the aircraft.

[3] The additive, ICI's FM-9, a high molecular-weight long chain polymer, when blended with Jet-A fuel, forms antimisting kerosene (AMK).

Each of the four Pratt & Whitney JT3C-7 engines had a degrader built and installed by General Electric (GE) to break down and return the AMK to near Jet-A quality.

On the morning of December 1, 1984, the test aircraft took off from Edwards Air Force Base, California, made a left-hand departure and climbed to an altitude of 2,300 feet (700 m).

All fuel tanks were filled with a total of 76,000 pounds (34,000 kg) of AMK and all engines ran from start-up to impact (flight time was 9 minutes) on the modified Jet-A.

It then began a descent-to-landing along the roughly 3.8-degree glideslope to a specially prepared runway on the east side of Rogers Dry Lake, with the landing gear remaining retracted.

Passing the decision height of 150 feet (46 m) above ground level (AGL), the aircraft turned slightly to the right of the desired path.

Slightly above that decision point at which the pilot was to execute a "go-around", there appeared to be enough altitude to maneuver back to the center-line of the runway.

The number 3 engine continued to operate for approximately 1/3 of a rotation,[4] degrading the fuel and igniting it after impact, providing a significant heat source.

The CID impact was spectacular with a large fireball created by the number 3 engine on the right side, enveloping and burning the aircraft.

[9] Federal aviation regulations for flight data recorder sampling rates for pitch, roll and acceleration were found to be insufficient.