CC Air

BAe Jetstream 31

After a series of instrument procedures, the flight returned to Knoxville and landed. On the next takeoff, the first officer dropped the airplane's checklist and the check airman elected to continue the flight without using the checklist. On the next visual approach, the check airman and first officer attempted a landing without lowering the landing gear. The airplane touched down and both propeller assemblies struck the concrete runway surface. The pilot reported the gearup touchdown to the control tower and elected to go around. During the climbout the check airman lowered the landing gear, established a teardrop pattern for the opposite runway and feathered the right propeller. Crash fire rescue (cfr) equipment was alerted and was in position for the second landing attempt. While on short final, the check airman called for max power, a reduction in the flap setting, and initiated a single engine go-around below 200 feet. There is no operational procedure for a single engine go-around below 200 feet. The airplane climbed briefly and crashed inverted about 7,500 feet from the approach end of the runway. Both pilots were killed.

BAe Jetstream 31

Aircraft was dispatched with inoperative airframe deice system, tho an operational deice system was required for flight in known icing conditions. During descent to land, aircraft encountered light icing conditions. Capt believed aircraft could 'handle it' and continued descent. As he began ILS final approach, he noted significant increase of ice accumulation and used higher than normal approach speed. As full (50°) flaps were set, aircraft began buffet and pitched nose down. Capt corrected with full back pressure on control column, but aircraft landed hard, gear collapsed and aircraft slid about 3,600 feet to a stop. No preimpact mechanical anomaly was found, except for inoperative deice system. Investigation revealed pilots had received printout of weather from company computer system with surface observation and terminal forecast, but no area forecast (FA). Pilots and ground personnel were not aware that FA was available at company weather terminal. FA forecasted light and occasional moderate rime and mixed icing in clouds and precipitation above freezing level. Weather deteriorated, but pilots did not require inflight weather info or pireps. Flight mnl noted tailplane ice may cause nose down trim change with flap extension. There was evidence of tail plane stall, lack of company training in cold weather operations, deficiencies in use of deicing systems, and lack of FAA surveillance.