Learjet 23

Government of the State of Tlaxcala

The crew departed Puebla-Hermanos Serdán-Huejotzingo Airport on a positioning flight to Atlangatepec. On approach to runway 01, the crew made a low pass over the runway then initiated a go-around procedure followed by a circuit in an attempt to land on runway 19. On final approach in limited visibility due to the night and low clouds, the aircraft impacted the water surface and crashed in the Atlanga lagoon. The aircraft sank by a depth of about 30 metres some 800 metres short of runway threshold. Both pilots were killed.

Sierra West Airlines

On March 4, 1998, at 1350 hours Pacific standard time, a Learjet 23, N37BL, was substantially damaged when it landed gear up at the Oakdale, California, airport. The airline transport pilot and check pilot, the sole occupants, were not injured and no property damage occurred. The flight was operating under 14 CFR Part 91 on a familiarization and training flight. Visual meteorological conditions prevailed and no flight plan was filed. The pilot stated in his report "the landing gear was never extended and the aircraft was landed with the gear retracted."

Jetstream International Inc.

A lineman noted parking brake (p/b) was set before flight. Pilots began takeoff on 5,147 feet runway with 10 knots crosswind. A witness said aircraft rotated for takeoff about 4,500 feet down runway and lifted off about 50 feet later. Reportedly, it remained low and slow (20-60 feet agl) after lift-off, then banked (rocked) left and right in nose high attitude, settled, hit trees and crashed abt 200 feet beyond runway. One person said aircraft went out of control before impact; another said it was 'in or on the edge of stalled flight.' Examination showed rotational damage occurred in both engines during impact. The braking systems had evidence that p/b control valve was partially on; brake torque tube contained heat blueing. On this early model (Learjet 23/sn: 23-45a), p/b had to be released by depressing brake pedals first; pilot handbook did not address this. On later models (sn: 23-050 and up), p/b needed only to be moved 'off.' Investigations showed left seat pilot had training in later models (Learjet 24/25); but only a biennial flight review was noted in the model 23. Company dispatcher said no training would have been performed on accident flight (with passenger aboard). Aircraft was about 430 lbs over max weight limit. All three occupants were killed.

Kalitta Charters - Kalitta Services

The pilot had computed landing performance information for a landing on a wet runway with anti-skid; sufficient runway surface was available. Touchdown was normal, however during the braking process, the airplane started to fishtail and the pilot believed that the anti-skid system had failed. Therefore, the pilot turned the antiskid system off and continued the rollout with normal braking. The airplane went off the departure end of runway 05 and sustained substantial damage. Performance data indicated more runway surface was required for a safe landing on a wet runway without anti-skid assistance. The braking sequence of events described by the pilot resembled dynamic hydroplaning where there was a complete loss of braking effectiveness rather than an anti-skid malfunction. An examination of the airplane failed to disclose any mechanical problems.

Aeroflight Services

At 0515 est, the flight was cleared for takeoff on a flight from Ypsilanti, MI to Louisville, KY. About 17 minutes later, the flight crew began to display indications of a deterioration of their ability to control the aircraft. At 1st, they deviated from instruments to hold west of the Findlay VOR at FL220. As the flight continued and was cleared to FL270, the crew displayed confusion about magnetic headings and basic instruments. At 1048 est, the aircraft deviated from the en route heading and the wrong heading was read back after a heading correction was given. Also, the aircraft continued climbing (to FL291), then radar and radio contact were lost at 0551 est. The controller noted the pilot's speech was slurred and some portions of the conversation were unintelligible. Subsequently, the aircraft crashed in a steep dive. No preimpact part failure was verified, though impact forces and post-crash fire resulted in extensive damage of the aircraft. The aircraft was equipped with oxygen and pressurization system. No audible warning was noted on ATC recordings to indicate the cabin altitude had exceeded 10,000 feet, though the aircraft was equipped with such a device. Both pilots were killed.

Air Entreprise

For unknown reasons, the twin engine aircraft belly landed at Lisbon-Portela de Sacavém Airport and slid for few dozen meters before coming to rest. Both pilots were uninjured while the aircraft was damaged beyond repair.

Jet Management - USA

After landing at the aircraft's manufacturer facility with an asymmetric fuel condition and an inoperative yaw damper the crew elected to continue the flight to their destination without correcting the deficiencies. Enroute the captain informed air traffic controllers that he had fuel coming from one tank and that he doubted that had fuel available to reach his destination. The controller cleared the aircraft to land at a March AFB, the nearby airport. As the aircraft turned onto the final approach it rolled inverted and impacted the ground inverted short of runway 32. Both pilots were killed.

Dolphin Aviation

On approach to Guatemala City-La Aurora Airport, the crew encountered poor weather conditions and limited visibility. It is believed he also encountered engine problems when the aircraft struck tree tops and crashed few km short of runway. A crew member was rescued while two other occupants were killed. The flight was operated on behalf of DHL Airways.

Air Continental

On June 4, 1984, an unmodified Gates Learjet 23A, N101PP, was being operated by Air Continental, Inc., Elyria, Ohio, on a regularly scheduled cargo flight transporting cancelled bank checks under 14 CFR 135. The flight departed Cleveland-Hopkins International Airport, Ohio, as Night Air 4 at 2200 eastern daylight time. After an uneventful flight, Night Air 4 arrived at Syracuse-Hancock International Airport, New York, at 2245. There was routine ground cargo handling at Syracuse; the airplane was not refueled. Night Air 4 departed Syracuse at 2311, was cleared to climb to 17,000 feet, and was handed off to Boston Air Route Traffic Control Center (Boston Center) at 2314. Boston Center cleared Night Air 4 to its requested altitude of FL290 and the en route portion of the flight was uneventful. At 2332, Night Air 4 was handed off at 16,000 feet during its descent to Bradley International Airport, Windsor Locks, Connecticut Approach Control. Approach control identified the airplane, cleared it for a visual approach to runway 33, and at 2336 gave Night Air 4 a turn to position the airplane on final approach at 10 miles from the airport. At 2338:22, Night Air 4 reported that the airplane was on final approach for runway 33, and at 2338:25 the air traffic control tower operator cleared the flight to land. At 2341:18, the control tower operator reported to approach control that there had been an accident at the airport. Fifteen witnesses, who either heard and/or saw the accident, were interviewed, and with the exception of a few minor points, all of the witnesses described basically the same accident sequence. The airplane was on a normal approach to runway 33 with no apparent abnormalities. When the airplane was about 200 feet over the approach lights, an increase in engine thrust was heard and the airplane halted its rate of descent in what two pilot witnesses thought was an apparent attempt to go-around. Immediately afterward, Night Air 4 began what appeared to be a level turn to the right. As the airplane went through about 90° of turn, the wings of the aircraft were nearly vertical to the ground. The airplane's nose dropped below the horizon and the airplane descended into the ground in a nose low attitude. The witnesses stated that they saw an explosion which was followed by intense ground fire. None of the witnesses reported any significant lateral or vertical changes while the aircraft was on short final or during the 90' right turn prior to its descent into the ground. Many witnesses stated that they saw some lights illuminated on the aircraft but none reported seeing the landing lights, located on the landing gear, or the landing gear in the extended position. Witnesses reported no inflight fire, smoke, or airframe separation before the crash. All three occupants were killed.

Ibex Corporation

While in cruise flight on Airway J79-121 en route to Orlando, Florida, from Teterboro, New Jersey, the flightcrew of N100TA, an IBEX Corporation Gates Learjet 23, was cleared by the Jacksonville Air Route Traffic Control Center to descend from its altitude of Flight Level 410 to Flight Level 390. The flightcrew acknowledged the clearance, and air traffic control observed the radar target descend. About 2 minutes later, the airplane crashed into the Atlantic Ocean, from a steep, high-speed descent about 12 miles from Savannah, Georgia. The air traffic controller made several unsuccessful attempts to contact the airplane. The pilots had reported no difficulties in any of their radio transmissions. The pilot, copilot, and the two passengers on board were killed. Beyond 1158:49, the program showed a gradual increase in indicated airspeed from 271 to 400 KIAS. The average rate of descent was 15,375 fpm based on the radar data using pressure altitude (mode C).

Kennedy Flite Center

On May 5, 1980, an unmodified Gates Learjet 23 (N866JS) was operated by Kennedy Flite Center, Richmond, Virginia, on a purported crew training flight. The pilot called the Newport News, Virginia, flight service station (FSS) about 2105 and received a weather briefing for a flight originating in Richmond to Louisville, Kentucky, continuing to Gainesville, Florida, and returning to Richmond. He filed three instrument flight rules (IFR) flight plans. The first flight plan called for a flight of 1+00 hour from Richmond to Louisville with the pilot and copilot aboard. The second flight plan called for a flight of 1+29 hours from Louisville to Gainesville with the pilot, copilot, and six passengers aboard. The third flight plan called for a flight of 1+10 hours from Gainesville to Richmond with the pilot and copilot aboard. All of the plans requested flight level (FL) 410 as an en route altitude. N866JS departed Richmond about 2128 with the two pilots aboard, and arrived at Standiford Field in Louisville at 2228 after a routine flight. The aircraft was refueled with 386 gallons of Jet A fuel costing $479.46, which was paid by check. The flightcrew boarded the six passengers, who were friends of the copilot according to the company's flight manager, and the aircraft departed Louisville at 2315. After a routine flight, the aircraft arrived at Gainesville Regional Airport at 0044, May 6, 1980, and the passengers deboarded. Charter Air Center service personnel "topped off" the fuel tanks with 404 gallons of Jet A fuel. The fuel bill was $596.63, which was paid in cash. The flight departed Gainesville at 0152. Initial climb was to 23,000 feet with further clearance to FL 370 and final clearance to the requested FL 410. The en route portion of the flight proceeded normally, and at 0257, during descent, the aircraft was handed off at 14,000 feet by the Washington Air Route Traffic Control Center to Richmond approach control. The Richmond approach controller acknowledged the handoff, gave current weather and wind conditions, and told the flightcrew to expect a visual approach to runway 2 at the Byrd International Airport. The flightcrew requested an instrument landing system (ILS) approach to runway 33. This request was acknowledged, and the approach controller vectored the aircraft to the ILS final approach course, outside of the outer marker, at 2,000 feet. The approach controller turned the aircraft over to the local control tower operator at 0308. Radio communication between the aircraft and the tower controller was established, and the aircraft was cleared to land at 0308:41. While on final approach at about 2 miles from the runway, the pilot asked for a wind check, and the controller responded that the winds were calm. About 0311:10, the flightcrew requested that the sequenced flashing approach lights be turned down and the controller asked that the message be repeated. The controller heard two garbled radio transmissions within 40 seconds referring to lights, and he dimmed the lights when the aircraft was about 0.5 mile from the runway. The tower controller stated that the aircraft's flightpath appeared higher than normal and that N866JS seemed, to float down the runway at about 50 feet altitude. He then'saw the wingtip lights rocking back and forth, the nose of the aircraft rising, and the aircraft starting to roll. He stated that he reached for the crash phone when he saw the wings rocking because he was concerned about the safety of the aircraft. He then saw a ball of fire on runway 33 and immediately sounded the crash alert; the time was 0311:58. A Virginia Air National Guard security guard on duty near an aircraft parking ramp and the "M" taxiway adjacent to runway 33 witnessed the accident. He stated that he was in a parked truck, engine off, with an unobstructed view of the runway approach zone and touchdown area. He said that the aircraft was "a bit high" on its approach, but descended to a normal touchdown attitude and altitude with the noise of the engines winding down. He did not hear the "screech" of the tires which would have been normal if the aircraft touched the runway. Instead, he said that the aircraft yawed right, the nose came up, and the aircraft started to roll to the right. The roll continued to the inverted position accompanied by a buildup of engine noise. He then saw the aircraft strike the ground inverted, catch fire, and explode. Another security guard on duty at the entrance to the Air National Guard base also witnessed part of the accident sequence. He observed the approach to runway 33 and stated that he thought the aircraft was landing farther down the runway than normal. He did not hear the aircraft touch down, but did hear a sudden rise of engine noise. He saw a white light traveling down the runway followed by an orange fireball and flames. The aircraft was totally destroyed and both pilots were killed.

National Jets

After touchdown at Hollywood-Burbank Airport, the crew started the braking procedure but the airplane was unable to halt within the remaining distance. It overran and eventually collided with a fence. All five occupants escaped uninjured while the aircraft was damaged beyond repair.

Jet Avia

The approach to Flint-Bishop Airport runway 27 was completed in poor weather conditions with limited visibility due to snow falls. On final, the airplane stalled then rolled to the right to an angle of 45° and crashed in flames. The aircraft was destroyed and both pilots were killed. They were completing a cargo flight from Detroit-Willow Run (Ypsilanti) Airport.

Zantop International Airlines

Just after liftoff from runway 03R at Detroit-Wayne County Airport, while in initial climb, the airplane crashed on a fuel storage tank and exploded. Both pilots, en route to Lexington on a ferry flight, were killed, as well as one people on the ground.

Vodavia

While approaching Innsbruck-Kranebitten Airport in limited visibility, the crew failed to realize his altitude was too low when the airplane struck trees and crashed on a mountain located few km from the airfield. The aircraft was destroyed and both pilots were killed.

Executive Jet Aviation - USA

The approach to Pellston-Emmet County was initiated in limited visibility due to clouds. On final, the crew failed to realize his altitude was too low when the airplane struck trees and crashed in flames few miles short of runway threshold. The aircraft was destroyed and all six occupants were killed, among them Walter Reuther, President of the American Union of Workers in the Automotive Industry.

Mack Trucks

On approach to Racine-Batten Airport, the crew failed to realize his altitude was insufficient when the airplane struck the water surface and crashed into Lake Michigan, few miles offshore. The floating wreckage was recovered but all seven occupants were killed.

Instituto Brasileiro de Reforma Agrária

The crew was completing a ferry flight from Miami, Florida, to Rio de Janeiro. During the final approach completed by night, the airplane went out of control and crashed into the Guanabara Bay, some 8 km northwest of Santos Dumont Airport. The wreckage was found few hundred meters off the Fundão Island. The copilot's wife was found alive while five other occupants were killed. Crew: Joaquim Pereira, pilot, Joaci Rupf, copilot.

Jet International

Landed hard at Detroit-City Airport, went out of control, veered off runway and came to rest. Both crew members were injured and the aircraft was damaged beyond repair.

Jet International

On a leg from Jacksonville to Miami, the crew encountered technical problems and decided to divert to Orlando-Herndon Airport. While on a night approach, the airplane became uncontrollable and crashed onto a house located short of runway threshold. The aircraft was destroyed and all three occupants were killed while no one on the ground was injured.

Executive Jet Sales

While on approach to Muskegon County Airport, both engines failed simultaneously. The aircraft stalled and crashed into Lake Michigan. All four occupants were quickly rescued while the aircraft was lost.

Rexall Drug and Chemical Corporation

The crew was completing a training flight from Amarillo to Dallas-Fort Worth Airport. While climbing to an altitude of 41,000 feet, the crew lost control of the aircraft that entered an uncontrolled descent, dove into the ground and eventually crashed in a field located about a mile southwest of Clarendon, Texas. The aircraft was totally destroyed upon impact and both occupants were killed. Turbulences were reported in the flight area at the time of the accident.

Mutual Benefit Health and Accident Association

The crew was completing a positioning flight to Chicago-Merrill C. Meigs Airport. On approach, both engines failed simultaneously. The airplane stalled and eventually crashed into Lake Michigan, few miles short of runway. Both pilots were rescued while the aircraft sank and was lost.

Private German

The airplane, owned by the German Industrialist Harald Quandt, was en route from Zurich to Nice. During the takeoff roll on runway 28 at Zurich-Kloten Airport, while at a speed of 132 knots, the captain realized that the rotation was impossible and decided to abort the takeoff procedure. Unable to stop within the remaining distance (runway 28 is 2,500 meters long), the airplane overran at a speed of 80-100 knots, went through the perimeter fence and came to rest on a road. All seven passengers were unhurt while the captain was injured. The copilot was seriously wounded and died from his injuries while being transferred to a local hospital. At the time of the accident, runway 28 was wet due to recent rain falls.

Paul Kelly Flying Service

About 1721 P.s.t., November 14, 1965, Lear Jet Model 23, N243F, operated as a free transportation flight by the Paul Kelly Flying Service, Inc., crashed shortly after a night takeoff from the Palm Springs Airport at Palm Springs, California. The crash was in the Indio Hills approximately 13 miles east of the airport. The six passengers and two crewmembers were fatally injured. The aircraft was destroyed by impact and fire. The flight, which was to transport the passengers to Burbank, California, was observed to depart Runway 13 in a normal manner, commence a low-angle climbout, and accelerate to a relatively high speed. Shortly after takeoff the pilot called the Thermal, California Flight Service Station. Although station personnel responded immediately, there were no other transmissions from the flight. About this time the aircraft was observed to make a left turn beneath a low cloud base of about 3,000 feet, proceed in a northerly direction and then enter a steep dive from horizontal flight, and crash. All eight occupants were killed.

Lear Jet Corporation

A Lear Jet Model 23, N804LJ, operated by the Lear Jet Corporation crashed eight miles east-northeast of Jackson, Michigan, at approximately 1935 e.s.t., on October 21, 1965. The pilot and copilot were killed. There were no passengers. The aircraft was destroyed by impact. The flight was operating in accordance with an Instrument Flight Rules flight plan from Detroit, Michigan to Wichita, Kansas, at an assigned altitude of Flight Level 250. The radar controller working the radar contact at 1933, and observed the target traveling in a southwest direction ". . . when the aircraft started a sharp turn to the right (i.e. north) (sic). As the aircraft passed through a northerly heading the beacon target disappeared from the radar." The aircraft was traversing an area of moderate to severe turbulence when it deviated from the assigned route.

Lear Jet Corporation

The crew was engaged in a local test flight at Wichita Airport on this first model of the Lear 23. At liftoff, the airplane encountered difficulties to gain height. Out of control, it struck the ground, rolled for several yards and came to rest in flames in a wasteland. Both pilots were seriously injured and the aircraft was destroyed.