Learjet 25

GJV - Sistemas de Seguridad Privada y Mantenimiento

Following an uneventful flight from Cancún, the crew encountered technical problems with the undercarriage while on approach to Toluca-Licenciado Adolfo López Mateos. Decision was taken to complete a belly landing on runway 15/33. The airplane slid for few dozen metres before coming to rest, bursting into flames. All 9 occupants evacuated safely and the aircraft was damaged beyond repair.

Aeroquest

The airplane departed Maiquetía-Símon Bolívar Airport at 0011LT for a 35 minutes flight to Barcelona. About five minutes after takeoff, while cruising at an altitude of 23,000 feet, the aircraft went out of control and plunged into the sea few km off Naiguatá, State of Vargas. It appeared the aircraft disintegrated on impact and few debris were found the following morning floating on water. All five occupants were killed.

Aerotransportes Huitzilin

During the takeoff roll on runway 15 at Toluca-Licendiado Adolfo López Mateos, after the airplane passed the V1 speed, the warning light came on in the cockpit panel, informing the crew about the deployment of the reverse on the left engine. According to published procedures, the crew continued the takeoff and shortly after rotation, during initiale climb, the aircraft rolled to the left and crashed in an open field, bursting into flames. The wreckage was found about 200 metres past the runway end. The aircraft was destroyed and both pilots were killed.

T-Air - USA

The crew was performing a flight from Texas and the aircraft was carrying a load consisting of six fuel drums according to a Campeche daily newspaper. The Learjet 25D was flying at a very low altitude, maybe in an attempt to land, when it crashed and burned in an open field located in Champotón, some 40 km south of Campeche. Both crew members were killed. Illegal flight suspected.

Starwood Management

The aircraft departed Monterrey-General Mariano Escobido Airport at 0315LT on a flight to Toluca, carrying five passengers and two pilots. Few minutes later, while cruising at 28,700 feet via radial 163, the aircraft went out of control, dove into the ground and crashed in a mountainous area located near Iturbide, in the south part of the Parque Natural Sierra de Arteaga, some 100 km south of Monterrey. Debris were found scattered on an area of approximately 300 metres and all seven occupants were killed, among them the American-Mexican singer Dolores Jenney Rivera, aged 43. She was accompanied with her impresario and members of her team. They left Monterrey after she gave a concert and they should fly to Toluca to take part to a TV show.

Premier Jets

The airplane was flying a VOR/DME-C approach that was on an oblique course about 40 degrees to the runway 30 centerline; the wind conditions produced an 8-knot tailwind for landing on runway 30. Despite the tailwind, the captain elected to land on the 6,600-foot-long runway instead of circling to land with a headwind. Moderate to heavy rain had been falling for the past hour, and the runway was wet. The crew said that the airplane was flown at the prescribed airspeed (Vref) for its weight with the wing flaps fully extended on final approach, and that they touched down just beyond the touchdown zone. The captain said that he extended the wings' spoilers immediately after touchdown. He tested the brakes and noted normal brake pedal pressure. However, during rollout, he noted a lack of deceleration and applied more brake pressure, with no discernible deceleration. The airplane's optional thrust reversers had been previously rendered non-operational by company maintenance personnel and were therefore not functional. The captain stated that he thought about performing a go-around but believed that insufficient runway remained to ensure a safe takeoff. While trying to stop, he did not activate the emergency brakes (which would have bypassed the anti-skid system) because he thought that there was insufficient time, and he was preoccupied with maintaining control of the airplane. He asked the first officer to apply braking with him, and together the crew continued applying brake pedal pressure; however, when the airplane was about 2,000 feet from the runway's end, it was still traveling about 100 knots. As the airplane rolled off the departure end on runway 30, which was wet, both pilots estimated that the airplane was still travelling between 85 and 90 knots. The airplane traveled 618 feet through a rain-soaked grassy runway safety area before encountering a drainage swale that collapsed the nose gear. As the airplane was traversing the soft, wet field, its wheels partially sank into the ground. While decelerating, soil impacted the landing gear wheels and struts where wiring to the antiskid brake system was located. The crew said that there were no indications on any cockpit annunciator light of a system failure or malfunction; however, after the airplane came to a stop they observed that the annunciator light associated with the antiskid system for the No. 2 wheel was illuminated (indicating a system failure). The other three annunciator lights (one for each wheel) were not illuminated. During the approach, the first officer had completed the landing data card by using a company-developed quick reference card. The quick reference card’s chart, which contained some data consistent with the landing charts in the Airplane Flight Manual (AFM), did not have correction factors for tailwind conditions, whereas the charts in the AFM do contain corrective factors for tailwind conditions. The landing data prepared by the first officer indicated that 3,240 feet was required to stop the airplane on a dry runway in zero wind conditions, with a wet correction factor increasing stopping distance to 4,538 feet. The Vref speed was listed as 127 knots for their landing weight of 11,000 pounds, and the first officer’s verbal and written statements noted that they crossed the runway threshold at 125 knots. During the investigation, Bombardier Lear calculated the wet stopping distances with an 8-knot tailwind as 5,110 feet. The touchdown zone for runway 30 is 1,000 feet from the approach end. The crew’s estimate of their touchdown location on the runway is about 1,200 feet from the approach end, yielding a remaining runway of 5,400 feet. On-duty controllers in the tower watched the landing and said that the airplane touched down in front of the tower at a taxiway intersection that is 1,881 feet from the approach end, which would leave about 4,520 feet of runway to stop the airplane. The controllers observed water spraying off the airplane’s main landing gear just after touchdown. Post accident testing indicated that the brake system, including the brake wear, was within limits, with no anomalies found. No evidence of tire failure was noted. The antiskid system was removed from the airplane for functional tests. The control box and the left and right control valves tested within specifications. The four wheel speed sensors met the electrical resistance specification. For units 1, 2 and 3, the output voltages exceeded the minimum specified voltages for each of the listed frequencies. Unit 4 was frozen and could not be rotated and thus could not be tested. Sensors 1 and 2 exceeded the specified 15% maximum to minimum voltage variation limit. Sensor 3 was within the limit and 4 could not be tested. Based on all the evidence, it is likely that the airplane touched down on the water-contaminated runway beyond the touchdown zone, at a point with about 600 feet less remaining runway than the performance charts indicated that the airplane required for the wet conditions. Since a reverted rubber hydroplaning condition typically follows an encounter with dynamic hydroplaning, the reverted rubber signatures on the No. 2 tire indicate that the airplane encountered dynamic hydroplaning shortly after touchdown, and the left main gear wheel speed sensor anomalies allowed the left tires to progress to reverted rubber hydroplaning. This, along with postaccident testing, indicates that the anti-skid system was not performing optimally and, in concert with the hydroplaning conditions, significantly contributed to the lack of deceleration during the braking attempts.

Aero Ermes

On approach to Bahías de Huatulco Airport, the crew was unable to lower the landing gear. It was decided to perform a wheels up landing. The aircraft landed on its belly then slid for few dozen metres, veered off runway and came to rest, bursting into flames. All six occupants escaped uninjured but the aircraft was destroyed by fire. Among the passenger was Ulises Ruiz Ortiz, Governor of the State of Oaxaca.

SK Logistics - SK Jets

About 5 miles from the destination airport, the flight was cleared by air traffic control to descend from its cruise altitude of 5,000 feet for a visual approach. As the first officer reduced engine power, both engines "quit." The captain attempted to restart both engines without success. He then took control of the airplane, and instructed the first officer to contact air traffic control and advise them that the airplane had experienced a "dual flameout." The captain configured the airplane by extending the landing gear and flaps and subsequently landed the airplane on the runway "hard," resulting in substantial damage to the airframe. Both engines were test run following the accident at full and idle power with no anomalies noted. Examination of the airplane revealed that it was equipped with an aftermarket throttle quadrant, and that the power lever locking mechanism pins as well as the throttle quadrant idle stops for both engines were worn. The power lever locking mechanism internal springs for both the left and right power levers were worn and broken. Additionally, it was possible to repeatedly move the left engine's power lever directly into cutoff without first releasing its power lever locking mechanism; however, the right engine's power lever could not be moved to the cut off position without first releasing its associated locking mechanism. The right throttle thrust reverser solenoid installed on the airplane was found to be non-functional, but it is not believed that this component contributed to the accident. No explicit inspection or repair instructions were available for the throttle quadrant assembly. Other than the throttle quadrant issues, no other issues were identified with either the engines or airframe that could be contributed to both engines losing power simultaneously.

Private American

The crew landed with the landing gear in the retracted position. While the airplane was on the base leg of the traffic pattern, the pilot heard a helicopter pilot make a transmission over the common radio frequency. As he completed the before landing checklist the pilot searched for the helicopter that he heard over the radio. During the landing flare he realized something was amiss and looked down at the instrument panel. He noticed that the landing gear lights were illuminated red. Just prior to contacting the runway surface he reached for the landing gear handle and manipulated it in the down position. The airplane made a smooth touchdown with the landing gear in the retracted position. The pilot stated that he did not make the proper check for the gear extension due to the timing of the helicopter distraction. The pilot reported no preimpact mechanical malfunctions or failures with the airplane or engine, stating that the accident was the result of pilot error.

Barken International

The airplane collided with a berm following a loss of directional control while landing. The airplane was on a 14 CFR Part 91 positioning flight at the time of the accident. The pilots reported that they encountered what they thought were rough spots on the runway during the takeoff roll. The captain reported that after takeoff, he called for the co-pilot to raise the gear and engage the yaw damper. The crew then noticed an unsafe gear indication for the nose gear. The captain stated they leveled off at 5,000 feet and decreased the airspeed so they could recycled the landing gear. Cycling the landing gear did not resolve the problem. The crew then requested to return to the departure airport for landing. The landing gear was extended and a gear down and locked indication for all three landing gear was observed. The captain stated that on touchdown, the co-pilot extended the spoilers and armed the thrust reversers. He stated that after the nose wheel touched down the airplane made a sharp left turn and traveled off the side of the runway through the grass. The airplane contacted a four-foot high berm prior to coming to a stop on another runway. The captain stated he attempted to taxi the airplane only to discover that they did not have any nose wheel steering. Post accident inspection revealed the seal on the nose gear strut had failed which prevented the nose gear from centering.

Skylink Jets

The captain and first officer were conducting a CFR Part 135 on-demand charter flight, returning two passengers to the accident airplane's base airport. The multi-destination flight originated from the accident airport, about 16 hours before the accident. On the final leg of the flight, the flight encountered stronger than anticipated headwinds, and the first officer voiced his concern several times about the airplane's remaining fuel. As the flight approached the destination airport, the captain became concerned about having to fly an extended downwind leg, and told the ATCT specialist the flight was low on fuel. The ATCT specialist then cleared the accident airplane for a priority landing. According to cockpit voice recorder (CVR) data, while the crew was attempting to lower the airplane's wing flaps in preparation for landing, they discovered that the flaps would not extend beyond 8 degrees. After the landing gear was lowered, the captain told the first officer, in part: "The gear doors are stuck down.... no hydraulics." The captain told the first officer: "Okay, so we're gonna do, this is gonna be a ref and twenty...All right, probably not going to have any brakes..." According to a ATCT specialist in the control tower, the airplane touched down about midway on the 6001-foot long, dry runway. It continued to the end of the runway, entered the overrun area, struck a chain link fence, crossed a road, and struck a building. During a postaccident interview, the captain reported that during the landing roll the first officer was unable to deploy the airplane's emergency drag chute. He said that neither he nor the first officer attempted to activate the nitrogen-charged emergency brake system. The accident airplane was not equipped with thrust reversers. A postaccident examination of the accident airplane's hydraulic pressure relief valve and hydraulic pressure regulator assembly revealed numerous indentations and small gouges on the exterior portions of both components, consistent with being repeatedly struck with a tool. When the hydraulic pressure relief valve was tested and disassembled, it was discovered that the valve piston was stuck open. The emergency drag chute release handle has two safety latches that must be depressed simultaneously before the parachute will activate. An inspection of the emergency drag chute system and release handle disclosed no pre accident mechanical anomalies.

Ameristar Jet Charter

The cargo flight was cleared for a visual approach to the 5,000-foot long, by 150-foot wide asphalt runway. Based on estimated landing weight of the aircraft, the Vref was estimated at 116 KIAS. Air traffic Control (ATC) radar data revealed that the flight maintained a ground speed above 190 knots on final approach, to include the touchdown zone for runway 13. The first evidence of braking was noted at a point 1,247 feet from the departure end of the runway. Braking signatures on the asphalt as well as off the pavement were consistent with an operational anti-skid system. Witnesses at the airport also observed the airplane flying very fast and touching down long. Both crewmembers, the 4,689-hour captain and the 2,873-hour first officer, were familiar with the airport, and the flight was 20 minutes ahead of its scheduled arrival time. The airplane overran the departure end of runway 13, impacted the airport perimeter fence, proceeded across a roadway, took out another fence, and collided with two trees in a cemetery. The airplane was found to be within weight and balance limits for all phases of the flight. The installed cockpit voice recorder (CVR) was found not to be functional.

Care Flight International

Shortly before landing, the crew confirmed that the hydraulic and emergency air pressures were "good", and that the circuit breakers on the "right and left" were in. In addition, the first officer reported "arming one and two." The airplane landed 1,000 - 1,500 feet from the landing threshold of runway 04, which was 7,003 feet in length. The captain utilized aerodynamic braking during part of the landing roll. About 3 seconds after touchdown, the first officer stated, "they're not deployed, they're armed only." About 6 seconds after touchdown, there was an increase in engine rpm. Shortly after that, there was an expletive from the captain. One and a half seconds later, there was another expletive. Slightly less than 2 seconds later, the captain told the first officer to "brake me," and 2.7 seconds after that, stated "emergency brake." About 4 seconds later, there was a "clunk", followed by a decrease in engine rpm 1 second later. Immediately after that, the captain stated, "we're going off the end." The airplane subsequently dropped off an embankment at the end of the runway, impacted and descended through a localizer tower, then impacted the ground and slid across a highway. The airplane had been fitted with a conversion that included thrust reversers. An examination of the wreckage revealed that the thrust reversers were out of the stowed position, but not deployed. The drag chute was also not deployed. Brake calipers were tested with compressed air, and operated normally. Brake disc pads were measured, and found to be within limits. According to an excerpt from the conversion maintenance manual, reverser deployment was hydraulically actuated and electrically controlled. There was also an accumulator which allowed deploy/stow cycling in the event of hydraulic system failure. Interlocks were provided so that the reverser doors could not be deployed until the control panel ARM switch was on, the main throttle levers were in idle position, and the airplane was on the ground with the squat switches engaged. The previous crew reported no mechanical anomalies. Runway elevation rose by approximately 35 feet during the first 2/3 of its length, then decreased until it was 8 feet lower at its departure end. Winds were reported as being from 050 degrees true at 7 knots. At the airplane's projected landing weight, without the use of thrust reversers, the estimated landing distance was about 2,850 feet with the anti-skid operative, and 3,400 feet with the anti-skid inoperative.

Universal Jet Aviation

A commercial pilot, who observed the airplane during the takeoff attempt, stated that it used "lots" of runway, and that the nose lifted "too early and way too slow." The airplane "struggled" to get in the air, and it appeared tail heavy, with "extreme" pitch, about 45 degrees nose-up. It also appeared that the only thing keeping the nose up was ground effect. The airplane became airborne for "a very short time," then sank to the ground, and veered off the left side of the runway. The nose was "up" the whole time, the airplane never "rolled off on a wing," and the wings never wobbled. The engines were "really loud," like a "shriek," and engine noise was "continuous until impact." Another witness at a different location confirmed the extreme nose high takeoff attitude and the brief time the airplane was airborne. It seemed odd to him that an airplane with that much power used so much runway. A runway inspection revealed no evidence of foreign objects or aircraft debris. Tire tracks from the airplane's main landing gear veered off the left side of the paved surface, at a 20-degree angle, about 3,645 feet from the runway's approach end. They continued for about 775 feet, then turned back to parallel the runway for another 650 feet, before ending about 50 feet prior to a chain link fence. There was no evidence that the nose wheel was on the ground prior to the fence. The fence, which was about 1,300 feet along the airplane's off-runway ground track and 200 feet to the left of the runway edge stripe, was bent over in the direction of travel. Ground scars began about 150 feet beyond the fence, and the main wreckage came to rest 300 feet beyond the beginning of the ground scars. The first officer advised a witness that he'd be making the takeoff; however, the pilot at the controls during the accident sequence could not be confirmed. When asked prior to the flight if he'd be making a high-performance takeoff, the captain replied that he didn't know. There was no evidence of mechanical malfunction.

American Jet International

On October 26, 2001, at 1930 central daylight time, a Learjet 25B transport category airplane, N715MH, was substantially damaged when both main landing gears collapsed during the landing touchdown at Ciudad Victoria, State of Tamaulipas, in the Republic of Mexico. The captain, first officer, 2 medical attendants, and 2 passengers aboard the airplane were not injured. The airplane was owned and operated by American Jet International of Houston, Texas. The air ambulance flight originated from the Houston Hobby Airport approximately 1800, and made an intermediate stop at the Matamoros Airport (MMMA) to clear Mexican customs. Night visual meteorological prevailed for the flight, for which and instrument flight rules flight plan was filed.

Ameristar Jet Charter

While departing from the airport, with the second-in-command (SIC) at the controls, the airplane impacted a fence, and subsequently the ground about 1,000 feet beyond the departure end of the runway. A witness on the ramp area south of the runway, stated that he heard the engines spool up; however, due to the fog, he could only see the strobe lights on the airplane. He then observed the airplane rotate about 3,500 feet from the departure end of the runway and begin to climb at a steep angle, before losing sight of it when it was about 150 feet above ground level. The weather reported, at 0550 was, calm winds; 1/2 statute miles of visibility, fog; overcast cloud layer at 100 feet; temperature and dew point of 17 degrees Celsius. Excerpts of the cockpit voice recorder (CVR) transcript revealed that the flightcrew discussed the prevailing visibility at the airport on numerous occasions, and indicated that it appeared to be less than one mile. Examination of the wreckage revealed no anomalies with the airframe or engines. According to the FAA Instrument Flying Handbook, "Flying in instrument meteorological conditions (IMC) can result in sensations that are misleading to the body's sensory system...A rapid acceleration, such as experienced during takeoff, stimulates the otolith organs in the same way as tilting the head backwards. This action creates the somatogravic illusion of being in a nose-up attitude, especially in situations without good visual references. The disoriented pilot may push the aircraft into a nose-low or dive attitude."

Avcon Industries

During a test flight, the airplane encountered an elevator system oscillation while in a high speed dive outside the normal operating envelope. The 17 second oscillation was recorded on the cockpit voice recorder and had an average frequency of 28 Hz. The aft elevator sector clevis (p/n 2331510-32) fractured due to reverse bending fatigue caused by vibration, resulting in a complete loss of elevator control. The flight crew reported that pitch control was established by using horizontal stabilizer pitch trim. The flightcrew stated that during final approach to runway 17 (13,337 feet by 200 feet, dry/asphalt) the aircraft's nose began to drop and that the flying pilot was unable to raise the nose using a combination of horizontal stabilizer trim and engine power. The aircraft landed short of the runway, striking an airport perimeter fence and a berm. The surface winds were from the south at 23 knots, gusting to 32 knots.

American Corporate Aviation

The flight crew was positioning the airplane in preparation for a revenue flight when it crashed 2 nautical miles (nm) short of the runway during a second instrument landing system approach in instrument meteorological conditions. Except for the final 48 seconds of the 25- minute flight, the captain was the flying pilot, and the first officer was the nonflying pilot. When the airplane was about 0.5 nm inside the outer marker on the first approach, the compass warning flag on the captain's course deviation indicator appeared, indicating that the heading display was unreliable. The airplane deviated from the localizer centerline to the left but continued to descend. After about 1 minute, during which time the airplane's track continued to diverge from the localizer centerline, the flight crew executed a missed approach. The flight crew then unsuccessfully attempted to clear the compass flag by resetting circuit breakers. The captain directed the first officer to request a second approach. Contrary to company crew coordination procedures, the flight crew did not conduct an approach briefing or make altitude callouts for either approach. Although accurate heading information was available to the captain on his radio magnetic indicator, he experienced difficulty tracking the localizer course as the airplane proceeded past the outer marker on the second approach. The captain transferred control to the first officer when the airplane was 1.9 nm inside the outer marker. The airplane then began to deviate below the glideslope. The descent continued through the published decision height of 200 feet above ground level, and the airplane struck 80-foot-tall trees. Post accident testing revealed that the first officer's instruments were displaying a false full fly-down glideslope indication because of a failed amplifier in the navigation receiver. The glideslope deficiency was discovered 2 months before the accident by another flight crew. An FAA repair station attempted to resolve the problem and misdiagnosed it as "sticking" needles in the cockpit instruments. The operator was immediately advised of the problem. The operator's minimum equipment list for the airplane required that the problem be repaired within 10 days, but the operator improperly deferred maintenance on it for 60 days and allowed the unairworthy airplane to be flown by the accident flight crew. The airplane was not equipped with, nor was it required to be equipped with, a ground proximity warning system, which would have sounded 40 seconds before impact.

MAC Aviation

Learjet 25B EC-CKR arrived near Northolt following a flight from Palma de Mallorca. Due to the presence of priority traffic which was due to depart Northolt at that time, the flight was extended down wind to a distance of 10 nm before the crew received vectors and descent instructions for the final approach to runway 25. At 3.5nm short of the runway the pilot was asked to confirm that his landing gear was down and locked as is normal procedure at Northolt. After some rephrasing of this question, the landing gear was confirmed down, however during this exchange the aircraft was seen to deviate above the glidepath. At 2.5 nm, landing clearance was confirmed and the aircraft was advised of the surface wind and the fact that there was a 4 kt tailwind. The aircraft was also advised that it was above the glide path. At the decision altitude which was at approximately half a mile from the runway the aircraft was still above the glidepath although seen to be correcting to it. On arrival at the runway the aircraft was observed to land some distance beyond the normal touchdown point. Towards the end of the landing roll it veered to the right and then swerved to the left and overran the end of the runway. It collided with three lighting stanchions and continued in a south-westerly direction towards the airfield boundary which is marked by a high chain-link fence. After bursting through the boundary fence the aircraft ran onto the A40 trunk road and was almost immediately in collision with a Ford Transit van on the east bound carriageway, and seriously injuring its driver. The aircraft came to rest in the left hand lane of the road with the van embedded in the right side of the fuselage immediately forward of the right wing.

Aeroexecutivos Taxi Aéreo

The crew departed São Paulo on a training flight to Ribeirão Preto with an intermediate stop in Uberaba. On approach to Ribeirão Preto-Leite Lopes Airport, the instructor decided to reduce power on the left engine to simulate a failure and to complete a touch-and-go manoeuvre. After touchdown, the left engine power lever remained in the idle position so the captain took over control and attempted to take off as he judged it impossible to stop on the remaining runway. The aircraft took off but landed back about 92 metres past the runway end. Out of control, it collided with a truck and a tree and came to rest, bursting into flames. A man in the truck as well as one pilot were killed while three other pilots were injured. The aircraft was destroyed.

Madrid Taxi Aéreo

The twin engine aircraft was completing a charter flight from Brasília to São Paulo, carrying seven members of the pop music group 'Mamonas Assassinas' and two pilots. On approach in limited visibility due to the night, absence of ground lights and clouds, the crew initiated a go-around as his position was erroneous (too high and the glide and excessive speed). The captain initiated a turn to the left when shortly later, at an altitude of 3,280 feet, the aircraft struck trees and crashed in a dense wooded area located about 11 km from the airport. The aircraft was destroyed by impact forces and all nine occupants were killed.

Transportes Aéreos Ejecutivos - TAESA

The airplane crashed 0.8 nm south of the threshold of the runway during an ILS approach in instrument meteorological conditions. The captain was not authorized to attempt the approach and was relatively inexperienced for an approach under the weather conditions. The captain failed to adhere to acceptable standards of airmanship during two unstabilized approaches. After the unsuccessful ils approach to runway 01R, the captain should have held for improvements in the weather, requested the runway 19L ILS, or proceeded to his alternate. An operating gpws aboard the airplane would have provided continuous warning to the crew for the last 64 seconds of flight and might have prevented the accident. All 10 passengers were Mexican citizens flying to Washington DC to assist a game of the World Football Championship.

Cambridge Aviation

While descending to his destination the pilot in command (pic) canceled his IFR clearance and declined VFR flight following. Witnesses observed the aircraft maneuvering at low altitude in the area where the accident occurred, approximately 25 miles from the destination airport. The aircraft impacted rising terrain at 7,300 feet msl. Toxicological testing revealed that the pic and two passengers had cocaine and alcohol in tissue samples. At an unknown time the pic left the cockpit. Based on cockpit voice recorder analysis, he was called back to the cockpit approximately 11 minutes prior to the accident by the copilot. The copilot had no previous Lear experience. Toxicological test results indicated that the pic 'used cocaine in the very recent past, probably while in-flight' and concluded that he 'was impaired by multiple drug use of cocaine and alcohol.' The investigation did not reveal any structural or system failure or malfunction. All seven occupants were killed.

Transportes Aéreos Ejecutivos - TAESA

The approach to Tijuana-General Abelardo L. Rodríguez Airport was completed in poor weather conditions with clouds down to 180 metres. On short final, the captain realized his position was not correct and made several correction but inefficiently. The aircraft landed hard, right main gear first. On impact, both tires on the right main gear burst. The aircraft went out of control, veered to right and came to rest. All six occupants escaped uninjured while the aircraft was damaged beyond repair.

Crasa Taxi Aéreo

The twin engine aircraft departed Curitiba-Afonso Pena Airport at 0850LT on an 'on demand' taxi flight to Rio de Janeiro, carrying four passengers and two pilots. Once the assigned altitude of 33,000 feet was reached, the crew failed to reduce the engine power when, 3 minutes and 10 seconds later, the stick puller activated. The aircraft climbed to 33,900 feet then entered an uncontrolled descent. With a rate of descent of 18,000 feet per minute, the aircraft crashed in a near vertical attitude in a field. All six occupants were killed.

Jet Charter Group

The crew discussed touch-and-go landings as they walked out to board. The captain occupied the right seat to allow the copilot to fly the short repositioning flight from the left. The airplane lifted off prematurely and remained in ground effect. Roll attitude vacillated slightly before onset of a rapid right roll to inverted at ground impact. The engines continued to run after impact; both were selected to high power. No material or mechanical discrepancy was found which diminished power or aircraft control. Both occupants were killed.

Flight Management

The pilot and copilot reported in their written statements that the airplane was above glideslope on the final approach. They said the airplane touched down about 1,500 feet from the approach end of the 4,700 feet long runway. The pilot said he applied the brakes but could not stop the airplane on the runway. The airplane departed the end of the runway and continued forward over rough and uneven terrain. The main landing gear sheared off and penetrated both wings. The airplane came to a stop in a gully. Other witnesses located on the ground and in the air traffic control tower reported the airplane was 'high and fast' and touched down at about midfield or after.

New Creations

N458J was landing during a rain shower. As the airplane started to flare for landing, the wind caused it to drift to the right. The pilot started to correct this drift, as the rain became heavier. During the touchdown, the pilot lost visual reference with the runway, yet he continued with the landing roll. The airplane drifted off the left side of the runway and ran into soft terrain. Both pilots escaped uninjured and the aircraft was damaged beyond repair.

Consul Táxi Aéreo

On a night approach to Brasilía Airport, the aircraft crashed 8 km short of runway. All seven occupants were killed.

Belair Táxi Aéreo

On final approach to Belo Horizonte-Pampulha Airport, the crew encountered poor weather conditions with heavy rain falls. On short final, the aircraft entered an uncontrolled descent and crashed near a motorway located few hundred meters short of runway. The aircraft was destroyed and all five occupants were injured. Three minutes prior to the accident, the crew reported to ATC that all was ok on board.

Transamérica Táxi Aéreo

The aircraft departed Rio de Janeiro-Santos Dumont Airport on a cargo flight to Monte Carlos with intermediate stops in Juiz de Fora and Belo Horizonte, carrying two passengers, two pilots and a load of bank notes. Because the crew failed to prepare the flight according to procedures, the aircraft left Rio de Janeiro with a total weight in excess of 711 kilos. Following a poor flight and approach planning, the crew failed to make the appropriate landing calculations and upon arrival, the total weight of the aircraft was 946 kilos above the max landing weight. The aircraft landed on a wet runway and after touchdown, the spoilers did not deployed. Unable to stop within the remaining distance, the aircraft overran, went down an embankment and came to rest in a plantation, bursting into flames. A pilot and a passenger were killed while both other occupants were injured. The aircraft was destroyed.

Belair Táxi Aéreo

While approaching Belo Horizonte-Pampulha Airport, the crew encountered poor weather conditions with heavy rain falls. Two minutes before landing, the aircraft struck trees and crashed on a hilly terrain located 15 km short of runway 13, near Ribeirão das Neves. All four occupants were killed. Crew: César Augusto da Costa e Silva, pilot, João Bosco Monteiro Barros, copilot. Passengers. Alexandrino Horta, Pedro Ernani Goulart.

Government of the Province of Misiones

Following an uneventful flight, the crew started an ILS approach to runway 01 at Posadas-Libertador General José San Martín Airport. As the aircraft was too high on the glide, the captain decided to abandon the approach and initiated a go-around. Few minutes later, he attempted to make a visual approach to runway 19. On final, the crew failed to realize his altitude was too low when the aircraft struck the water surface and crashed in the Paraná River, few hundred meters offshore. Two passengers were killed while five other occupants were injured. Weather conditions were marginal at the time of the accident.

Locadora Belauto

Following an uneventful flight from Goiânia, the crew started the descent to Belém-Val de Cans Airport runway 06 via heading 243° then reported 6 nm from the airport at an altitude of 2,000 feet. Eleven seconds later, the aircraft went out of control and crashed in a wooded area located on the Oncas Island, few km short of runway 06 threshold. The aircraft was totally destroyed upon impact and all four occupants were killed.

Salim Ben Laden

While approaching Madinah Airport in limited visibility due to marginal weather conditions, the aircraft went out of control, entered a near vertical descent and crashed on the slope of a mountain located few km from the airport. The aircraft disintegrated on impact and both pilots were killed.

Panorama Flight Service

During preflight preparation for departure from a short field the pilot failed to remove the Pitot tube covers. On takeoff roll, the stall warning light began to flicker. Pilot noted airspeed was not registering but did not consider this unusual in the early part of a takeoff roll. Pilot turned left stall warning switch off, then back on, warning light remained on. Pilot then initiated abort procedures, using full reverse thrust and brakes. The aircraft overran runway by about 100 feet and down a rough embankment which separated the landing gear.

AMF Corporation

While en route, the aircrew encountered stronger headwinds than expected. They realized there would not be enough fuel reserves for an IFR flight to Aspen, so they elected to divert to Eagle, CO. However, their landing at Eagle was delayed due to a snowplow (with no radio) on the runway. After circling and reentering final approach, the aircrew noted that the snowplow was still on the runway, headed in their direction. They continued their approach and the snowplow cleared the runway. According to the snowplow operator, the aircraft was 100 to 200 feet agl when it crossed the threshold. A FSS specialist noted that the aircraft was still airborne when it passed the 2nd turnoff, approximately 2,300 feet from the threshold. After touching down on the snow covered runway, the pilot deployed the spoilers and immediately applied braking action, but was unable to stop on the remaining runway. The aircraft continued off the end of the runway, went down a 15 feet bank and ran into a small ravine. The runway gradient was 1.4% downhill, elev 6,538 feet. Drag chute was not deployed, 600 lbs fuel remaining. All six occupants were evacuated, among them five were injured, one seriously.

Northeast Jet

After lift-off a flock of birds approached from left to right at about 400 feet. The pilot maneuvered the aircraft behind and above the birds in an attempt to avoid them. Both engines flamed out and the aircraft made a forced landing on a road. Ground witnesses described the climbout as '...very steep...' and '...a steep angle, between 40° 45°.' There was some bird residue on the engines. Both pilots escaped uninjured.

Imani %26 Sons

Crashed on landing for unknown reasons. All three occupants were injured and the aircraft was written off.

Air Traffic

The twin engine airplane departed Vienna-Schwechat Airport on a training flight to Hamburg-Fuhlsbüttel, West Germany. After 40 minutes into the flight, while cruising at an altitude of 39,000 feet, radio contact was lost with the crew who failed to respond to any ATC calls. The aircraft failed to descend to Hamburg and continued over the Atlantic Ocean. Decision was taken to dispatch a fighter plane and the military crew confirmed that there was no activity and no movement on board once he reached the flying Learjet. After fuel exhausted, both engines stopped and the airplane entered a dive until it crashed in the Atlantic Ocean, about 560 km northwest off Scotland. Few debris were found while the main wreckage disappeared in the sea. All three occupants were killed.

Hughes Charter Air

The aircraft was on a night check courier flight. During arrival, the indicated airspeed was well above the legal limit of 250 knots for flight below 10,000 feet. Runway 04R was selected for landing after the crew were advised that their original choice (runway 11) was noise sensitive. They were advised not to descend below 2,000 feet until on final approach. The turn to final was completed about one mile from the runway at an altitude of approximately 700 feet. A steep (5°) final approach was flown with an estimated 1,000 fpm rate of descent. On landing, the aircraft bounced, banked/turned to the right, then it hit the ground, right wing first and burned. An exam of the wreckage revealed the aircraft was configured with the gear extended, the flaps down 20° and the spoilers retracted. No evidence of a preimpact part failure or malfunction was found. The trim was set for a heavy right wing and the fuel switches were set to x-feed fuel. Toxicological checks showed that both pilots had used or been exposed to marijuana and had CO2 in their blood from smoking; use of medication (phenylpropanolamine) by copilot. Evidence of possible fatigue/stress to both. Both pilots were killed.

Companhia Brasileira de Tratores

The approach to Rio Branco-Presidente Médici Airport was initiated in poor weather conditions. On final approach in rain falls, the crew was unable to locate the unlighted runway and decided to initiate a go-around. A second approach was abandoned few minutes later for the same reasons. During a third attempt to land, the airplane stalled and crashed 5 km from the airport. It was destroyed on impact and all 10 occupants were killed.

TAM Brasil - Taxi Aéreo Marilia - Transportes Aéreos Regionais

The aircraft was completing a taxi flight from Araxá to Brasilia with an intermediate stop in Uberaba. After touchdown on runway 17, the aircraft was unable to stop within the remaining distance. It overran, went through a fence, crossed a road and came to rest in a ditch. All 10 occupants were injured and the aircraft was damaged beyond repair.

Redec Aviation

The crew was cleared to descend from FL310 to 9,000 feet when the airplane struck the slope of an ice covered mountain located about 130 km northeast of Narsarsuaq. The wreckage was found at an altitude of about 2,630 meters and both pilots were killed. For unknown reasons, the airplane descended at an insufficient altitude to clear the obstacles.

Northeast Jet

The aircraft crashed into the Gulf of Mexico while en route to New Orleans, Louisiana, from West Palm Beach, Florida. Only the pilot and copilot were on board the aircraft. About 2 1/2 minutes after the aircraft was reported at Flight Level 430 in the vicinity of the Covia Intersection on Airway J58, the Jacksonville, Florida, Air Route Traffic Control Center received an unusual staccato sound transmission over the frequency, followed 18 seconds later by a report from the copilot, "Can't get it up...it's in a spin..." About 33 seconds after the first staccato sounds, radio and radar contact with N125NE was lost about 104 miles west of Sarasota, Florida. Floating debris were located by a search aircraft and later recovered; the flightcrew was not found. There were no known witnesses to the crash.

Thunderbird Airways

While cruising at an altitude of 41,200 feet, the airplane entered an uncontrolled descent following an airframe failure in flight. The airplane crashed in an open field and was totally destroyed. Both pilots who were completing a ferry flight from Vernal to Houston were killed.

Merchant Bank

The descent to Port-au-Prince-François Duvalier Airport was initiated by night. For unknown reasons, the airplane was too low and crashed onto houses located about 21 km from the airport. A passenger was seriously injured while three other occupants as well as three people on the ground were killed. For unknown reason, the crew as approaching at an insufficient altitude.

Chapman Commodities

The crew was completing a training flight from Denver to Pueblo-Memorial Airport. On final approach, during the last segment, the airplane banked to the left, causing the left wingtip to struck the ground. The crew increased power when control was lost. The airplane overturned and crashed. Two pilots were killed while the third occupant was seriously injured.

Massey Ferguson

The airplane crashed while landing on runway 09 at Detroit-Metropolitan-Wayne County Airport. The airplane was returning executives of Massey-Ferguson, Inc., to South Bend, Indiana, Detroit, Michigan, and Toronto, Canada, following a meeting at the company's headquarters in Des Moines, Iowa. During the descent, the aircraft flew in light to moderate, occasionally severe icing conditions. Shortly before the Learjet was to land, a McDonnell Douglas DC-9 was cleared for takeoff. Witnesses saw the Learjet cross the threshold in a normal landing attitude and seconds later roll violently. The airplane was in a steep right bank when the wing tip tank struck the runway 2,440 feet from the threshold and the airplane burst into flames. The two pilots and four passengers were killed.

TAM Brasil - Taxi Aéreo Marilia - Transportes Aéreos Regionais

During the takeoff roll on a wet runway 34, the left engine failed. The crew abandoned the takeoff procedure and started an emergency braking procedure. Unable to stop within the remaining distance, the aircraft overran, went down an embankment, lost its undercarriage and came to rest few dozen meters further. All six occupants escaped uninjured while the aircraft was damage beyond repair. All four passengers were members of the Brazilian government, among them secretary of finances.