Dassault Falcon 20

Career Aviation

On October 5, 2021, at 0544 eastern daylight time, a Dassault Fanjet Falcon airplane, N283SA, was destroyed when it was involved in an accident near the Thomson-McDuffie County Airport (HQU), Thomson, Georgia. The captain and first officer were fatally injured. The airplane was operated as Pak West Airlines Flight 887 dba Sierra West Airlines, as an on-demand cargo flight under the provisions of Title 14 Code of Federal Regulations Part 135. According to operator records, the flight crew initiated the first flight of the night at 2132 mountain daylight time from their home base of El Paso International Airport (ELP), El Paso, Texas to Lubbock Preston Smith International Airport (LBB), Lubbock, Texas. After about a 2 hour and 20-minute ground delay waiting for the freight, the accident flight was initiated from LBB to HQU. Review of preliminary air traffic control communications provided by the Federal Aviation Administration (FAA) revealed that the flight was in contact with the Atlanta Air Route Traffic Control Center (ATL center) for about the final 40 minutes of the flight. At 0503 eastern daylight time, Pak West Flight 887 (PKW887) requested information about the Notices to Airman (NOTAMs) for the instrument landing system (ILS) localizer runway 10 instrument approach procedure at HQU. ATL Center informed the flight crew of two NOTAMs; the first pertained to the ILS runway 10 glidepath being unserviceable and the second applied to the localizer being unserviceable. The controller informed the flight crew that the localizer NOTAM was not in effect until later in the morning after their expected arrival, which was consistent with the published NOTAM. About 0525, ATL center asked PKW887 which approach they would like, to which they responded with the “ILS runway one zero approach.” The controller responded, “roger, standby for that.” At 0526, ATL center cleared PKW887 to CEDAR intersection which was the initial approach fix for the ILS or localizer/non-directional beacon (NDB) runway 10 approach. About 0537, ATL center informed PKW887 that they were 15 miles southwest from CEDAR and “cross CEDAR at or above 3,000 cleared ILS localizer one zero into Thomson McDuffie.” PKW887 readback the clearance and the controller stated it was a “good readback”, however, the controller informed the flight crew that they were transmitting on the “guard” emergency frequency of 121.5, rather than the center frequency. About 1 minute later, the controller advised PKW887 of a telephone number to call to cancel their instrument flight rules (IFR) clearance once on the ground; however, about 0543, PKW887 had just crossed CEDAR and requested to cancel their IFR clearance. The controller advised PKW887 to “squawk vfr” and no further communications were received. Surveillance video located at HQU showed that about 0539 the airport and runway lights were activated from off to on. About 0542 the airplane’s landing lights came into view in the pitchblack horizon and were subsequently visible for about 2 minutes. The video showed the airplane approaching runway 10 in a relatively constant descent and heading; however, about 25 seconds before the airplane’s landing lights disappeared, a momentary right turn, followed by a left turn and increased descent rate was observed. No explosion or glow of fire was observed when the landing lights disappeared about 0544. Review of preliminary FAA Automatic Dependent Surveillance – Broadcast (ADS-B) data revealed that the airplane crossed CEDAR intersection about 2,500 ft mean sea level (msl). The airplane continued toward runway 10 in a descent; the final data recorded was at 0543:54 with the airplane at 800 ft msl and 1.36 nautical miles from the runway threshold. Figure 1 provides an overview of the ADS-B data from the approach and the location of the wreckage. A search was initiated for the airplane based upon inquiries from the operator’s dispatch to the airport and an active emergency locator beacon near the runway. The airplane was located about .70 nautical mile from runway 10 about 0630. According to FAA airman and operator records, the captain held an airline transport pilot certificate with a type rating in the accident airplane. He was issued a first-class medical certificate in January 2021. He had accumulated a total flight experience of about 12,000 hours, with 1,665 hours in the accident make and model airplane, of which 1,325 hours were The first officer held a second-in-command type rating in the accident airplane. He was issued a second-class medical certificate in March 2021. He had accumulated a total flight experience of about 11,000 hours, of which 1,250 hours were in the accident make and model airplane. The initial impact point coincided with broken pine tree branches among a forest where the trees were about 150 ft tall. The debris path was oriented on a heading of about 100° and spanned about 880 ft from the initial impact to the main wreckage area. The airplane was heavily fragmented, however, there was no evidence of fire. The largest fragments of wreckage were concentrated in three primary areas overviewed in Figure 2. The figure shows the initial impact point and a pop-out drone image that describes the three areas. All major components of the airplane were located in the debris path. Flight control continuity could not be determined from the control surfaces to the cockpit due to the heavy fragmentation, however, within the fragmented flight control areas continuity was observed. The flaps were observed to be extended, and the right landing gear was observed to be down. The horizontal stabilizer and its jack screw were found to be within a normal envelope. Examination of the cockpit found the flap selector in the full flaps 40° position and the landing gear handle was selected down. Both engines exhibited impact damage and varying degrees of foreign object debris ingestion that had the appearance of wood chips and green vegetation in the center core of the engine when viewed with a borescope. Several fan blades exhibited leading edge gouging, knicks, and torsional twisting. The airplane was not required to be equipped with a cockpit voice recorder (CVR); however, a CVR was installed. It was located in the debris path near the empennage and was retained for read-out and transcription. The airplane was not equipped with a flight data recorder, nor was it required.

Private Mexican

In unknown circumstances, the crew made a belly landing near Palenque Airport. By night, the aircraft crash landed in an open field and came to rest. The occupant(s) was/were not found but law enforcement officials found 3 tons of cocaine on board. The aircraft seems to be written off.

Alliance Air Charter

The aircraft departed Santiago de Querétaro Airport on a night cargo flight to Laredo, Texas, carrying two pilots and a load consisting of automotive parts. En route, the crew encountered engine problems and was clearted to divert to San Luis Potosí-Ponciano Arriaga Airport for an emergency landing. On approach, the crew realized he could not make it and decided to attempt an forced landing. The airplane struck the ground, lost its undercarriage and came to rest in an agricultural area located in Peñasco, about 6 km northeast of runway 14 threshold. The left wing was bent and partially torn off. Both crew members escaped with minor injuries and the aircraft was damaged beyond repair.

Iran Aseman Airlines

The Aircraft mission was Calibration flight. The flight was planned for departure from Mehrabad airport, Tehran to Kish Island airport. Eight persons were onboard of the aircraft (3 Pilots, 4 Ground technicians, a Security guard member). The flight was under operation of Iran Aseman Airline with valid Air Operation Certificate (AOC No; FS-102). The aircraft has taken off from RWY 29L from THR airport at 15:03 Local time and reached to cruise level FL270.The aircraft has landed on RWY 09 L Kish island airports at 16:44 local time. Four ground technicians have got off from the aircraft and refueling was done. At time 17:44 LMT , the aircraft has taken off RWY 27R and requested to join Right downwind up to 1000 ft. and 8 miles from the airport. After successful performing 7 complete flight (approach & climbing) for Navigation – Aids inspection purposes; at the 8th cycle, just at turning to the final stage of approach before runway threshold the aircraft crashed into the sea and was destroyed at time 18:45 local time. All four occupants were killed.

Aerotaxis Dos Mil

A technician was in charge to ferry the airplane to a hangar for a maintenance control. While taxiing, the Falcon went out of control, rolled down an embankment and collided with a utility pole. The nose was severely damaged and the aircraft was damaged beyond repair. According to the technician, who escaped uninjured, the brakes failed while taxiing.

Peruvian Air Force - Fuerza Aérea del Perú

Shortly after takeoff from Chiclayo Airport, while climbing, the crew contacted ATC, reported technical problems and was cleared for an immediate return. On final approach, the crew was forced to make an emergency landing when the aircraft crash landed about 500 metres short of runway. All 8 occupants escaped uninjured while the aircraft was damaged beyond repair.

Aerotaxis Dos Mil

During taxi the airplane was observed to run over a tire chock with the left main gear tire. During a turn out of the ramp, the left main gear was observed to run over the nose gear chock that had been removed from the nose gear by the pilot during pre-flight. During the departure roll, the left main gear tire failed and the pilot elected to abort the takeoff attempt. The airplane did not stop on the remaining runway surface and departed the runway overrun area, coming to rest in snow-covered terrain. An examination of the airplane's systems revealed no anomalies.

FL Aviation Group

On December 17, 2009 at approximately 7:30 pm local (2330UTC), N28RK a Dassault Sud, Falcon Fan Jet, Mystere 20, Series D aircraft which departed Joaquin Balaguer Int’l Airport (MDJB) in the Dominican Republic, for Ft Lauderdale Executive Airport, (FXE) Ft Lauderdale, Florida, USA, crashed in a remote area of Matthew Town, Great Inagua, Bahamas. The accident occurred approximately 11.5 miles due east of Great Inagua International Airport at coordinates N 20° 58’ 30” latitude and W 073° 40’ 00.7” longitude. The aircraft made contact with the terrain on a heading of approximately 105 degrees magnetic. The accident occurred in area that was not accessible by land and the investigation team had to be airlifted by helicopter to the site. Witnesses on the island of Great Inagua reported hearing a loud bang that rattled doors and windows of their homes, but they did not report seeing the aircraft fall from the sky. The aircraft was under the command of Captain Harold Roy Mangels and First Office Freddy Castro. The aircraft reportedly departed Aruba, in the Netherland Antilles and made a fuel stop at Dr. Joaquin Balaguer Int’l Airport, Santo Domingo in the Dominican Republic. The final destination filed by the crew was Ft. Lauderdale Executive Airport, Ft Lauderdale Florida. The accident occurred approximately 6 mile off the filed flight path. ATC records and instructions were for the aircraft N28RK to maintain 28,000 ft (FL280). The aircraft transponder was reported as inoperative. It begun a rapid descent, with no report of an emergency declared or mayday call out. Investigation of the crash site indicates the airplane made contact with the terrain at a high rate of speed and approximately a 45 degree angle. The aircraft was destroyed on impact. The crew of a United States Coast Guard helicopter was on a training mission in the Great Inagua area at the time of the accident. They reported hearing a loud bang and noticed a huge explosion and fireball emanating from the ground in an area close to their location. The crew of the US Coast Guard helicopter reported that they did not see any in-flight fire prior to the fireball that they saw. The post impact fire engulfed approximately five (5) acres of trees and brush in the National Wildlife Refuge at Great Inagua. The coast guard helicopter crew stated that they discontinued their training mission and went to the site to investigate. Upon arrival at the site the crew reported that they lowered rescue personnel to the ground to investigate and search for survivors, but, due to the heat and extent of the fire on the ground, they had to discontinue the search. They reported the accident to authorities at Great Inagua. This information was further passed along to the National Transportation Safety Board who alerted the accident investigation unit of the Bahamas Civil Aviation Department. Night time conditions prevailed at the time of the accident. The crew of the aircraft received fatal injuries. A search of the area discovered no distinguishable human remains. Approximately less than 1% of what is believed to be possible human flesh / internal body parts were recovered. In addition clothing (piece of a pant with belt buckle fastened) was recovered, which possibly may have been worn by a member of the crew at the time of the accident. All recovered remains and clothing retrieved were gathered by officers of the Royal Bahamas Police Force that accompanied the investigation team and sent to the Forensic Science Laboratory at the Royal Bahamas Police Force, Nassau Bahamas for DNA analysis and possible identification. The aircraft broke into many pieces after contact with the terrain. Debris was spread over a large area of rough terrain. What remained of the aircraft post impact was either not found or possibly further destroyed by the post impact fire. The “four corners” of the airplane were confirmed in the area downstream of where the initial ground impact occurred. However, engine cowling parts were found prior to the point of initial ground impact. This may suggest an aircraft over-speed condition prior to ground impact. Less than 10% of the aircraft was recovered. An explosion occurred when N28RK made contact with the terrain. A post impact fire ensued. Approximately 5 acres of the national park was destroyed by the fire. Parts of the aircraft including personal effect, aircraft parts and furnishing, seat and seat cushions were also destroyed in the post impact fire.

Ameristar Jet Charter

The co-pilot was performing a nighttime approach and landing to runway 25. No runway condition reports were received by the flight crew while airborne, and a NOTAM was in effect, stating, “thin loose snow over patchy thin ice.” After landing, the co-pilot called out that the airplane was sliding and the wheel brakes were ineffective. The captain took the controls, activated the air brakes, and instructed the co-pilot to deploy the drag chute. The crew could not stop the airplane in the remaining runway distance and the airplane overran the runway by approximately 100 feet. After departing the runway end, the landing gear contacted a snow berm that was the result of earlier plowing. The captain turned the airplane around and taxied to the ramp. Subsequent inspection of the airplane revealed a fractured nose gear strut and buckling of the fuselage. The spring-loaded drag chute extractor cap activated, but the parachute remained in its tail cone container. Both flight crewmembers reported that the runway was icy at the time of the accident and braking action was “nil.” The airport manager reported that when the airplane landed, no airport staff were on duty and had not been for several hours. He also reported that when the airport staff left for the evening, the runway conditions were adequate. The runway had been plowed and sanded approximately 20 hours prior to the accident, sanded two more times during the day, and no measurable precipitation was recorded within that time frame. The reason that the drag chute failed to deploy was not determined.

Jet 2000

En route from Moscow-Domodedovo to Luton, while cruising over Germany, the crew declared an emergency following smoke spreading in the cabin and the cockpit. The crew was cleared to divert to Kiel-Holtenau Airport. After landing by night on runway 26 which is 1,265 metres long, the aircraft was unable to stop within the remaining distance. It overran and came to rest in a ravine. All 6 occupants escaped uninjured while the aircraft was damaged beyond repair.