Learjet 55 Longhorn

Inversiones LJ 145

Expectra Aviation

The pilot reported that he and the copilot were conducting an instrument approach to the runway in a business jet. He noted that the weather conditions included fog and mist. After touching down about 1,500 ft down the 7,300-ft-long runway, he engaged the thrust reversers and applied the brakes gradually because the runway was "slippery." As the airplane approached the end of the runway, he applied full braking, but the airplane departed the end of the runway and impacted a ditch, which resulted in the forward landing gear breaking and the airplane nosing down. The copilot corroborated the pilot's statement. The fuselage was substantially damaged. The pilot reported that there were no preaccident mechanical malfunctions or failures with the airplane that would have precluded normal operation.

Jet ICU Air Ambulance Service

During the takeoff roll from runway 27 at Brooksville-Hernando County Airport, control was lost. The aircraft veered off runway and came to rest. All three crew members escaped uninjured while the aircraft was damaged beyond repair.

OceanAir Taxi Aéreo

The aircraft departed Rio de Janeiro-Santos Dumont Airport on a positioning flight to Rio de Janeiro-Galeão-Antonio Carlos Jobim Airport with three crew members on board. Two minutes after takeoff, while in initial climb, the electrical system of the aircraft suffered a voltage power loss. Several instruments lost their functionality such as TCAS, altimeters and airspeed indicator. In good weather conditions, the captain decided to return to Santos Dumont Airport but did not declare any emergency. After being cleared to descend to 3,000 feet, the crew lost all radio communications. On final approach to runway 02R, most of the instruments failed but the crew continued the approach. The aircraft passed over the runway threshold with an excessive speed of 25 knots and after touchdown, the crew started the braking procedure but the spoilers and the reversers could not be activated. Unable to stop within the remaining distance, the aircraft overran and came to rest in the Guanabara Bay. All three crew members escaped uninjured while the aircraft was damaged repair.

Hop-a-Jet

The flight was a VFR positioning flight from FLL to FXE. Transcripts of the cockpit voice recorder (CVR) showed that while waiting for takeoff from FLL the flightcrew heard the local controller reported to a Delta Airlines flight that was on a seven mile final approach to land on runway 27R that the winds were 250 degrees at 19 knots, gusting to 50 knots. The Delta Airlines flight crew then informed the controller they were making a missed approach. At 1130:05 the captain asks the first officer if "can you see the end of the weather? If we make a hard right turn, can we stay clear of it?" The first officer responded "I believe so." At 1130:06 the local controller reported "wind shear alert. The centerfield wind 230 at 22. Runway 27R departure 25 knot loss one mile departure." The captain stated to the first officer "sweet." At 1132:11 the captain transmitted to the local controller "tower, any chance of Hop-a-Jet 55 getting out of here?" The local controller responded wind 230 at 17, right turn direct FXE approved, runway 27R cleared for takeoff. The captain responded "cleared to go, right turn out." At 1133:10 the captain asks for gear up. At 1133:15 the local controller responded to a Southwest Airlines Flight waiting for takeoff "no, don't look like anyone's gonna go." "The uh, weather is due west moving rapidly to the north. It looks like a few minutes, and you all be in the clear straight out." At 1133:17, the captain stated to the first officer "oh #. Think this was a bad idea." The first officer responded "no airport in sight." At 1133:43 the sound similar to precipitation hitting the windshield is recorded. At 1133:46 the FLL local controller instructs the flight crew to contact FXE Tower. At 1133:54 the CVR records the FXE local controller transmitting "wind 200, variable 250 at 15, altimeter 29.99. Heavy cell of weather to the west moving eastbound. Low level wind shear possible. At 1134:16, the FXE local controller transmits "attention all aircraft, low level wind shear advisories are in effect. Use caution. Wind 240 at 10." At 1134:51, the first officer transmitted to the FXE local controller that the flight was over the shoreline inbound full stop. At 1135:02, the FXE local controller transmitted "Hop-a-Jet 55, Executive tower, wind 210 variable 250 at 35, 35 knots and gusting. Winds are uh, heavy on the field. Low level wind shear advisories are in effect. Heavy rains from the west, eastbound and would you like to proceed inbound and land Executive? Say intentions." The first officer responded "that's affirmative." The local controller responded, "Hop-a-Jet 55 straight in runway three one if able. The winds 230 gusts, correction, winds 230 variable 210 at 25." At 1135:48, the local controller transmitted, "Hop-a-Jet 55, wind 230 variable 300 at 25 gusts 35. Altimeter 30.00. Runways are wet. Traffic is exiting the runway prior to your arrival, a Dutchess. Caution standing water on runways. Low level wind shear advisories in effect, Runway 31. Cleared to land." The first officer responded "cleared to land, Hop-a-Jet 55." At 1136:35, the local controller transmitted "wind 230 at 25, gusts 35." At 1136:58, the CVR records the sound similar to precipitation on the windshield. At 1137:17, the CVR records a sound similar to the aircraft touching down on the runway. At 1137:19, the sound of a repetitive tone similar to the thrust reverser warning starts and continues to the end of the recording. At 1137:23 a loud unidentified roaring sound starts and lasts 8 seconds. At 1137:30, loud rumbling noises similar to the aircraft departing the runway start. At 1137:36, a continuous tone similar to landing gear warning signal sounds and continues to the end of the recording. The rumbling noises stop. At 1137:39 the captain states the thrust reversers didn't stow and at 1138:36, the captain states "I went around and the # TRs stayed. The CVR recording ended. The 1132, Goes-12 infrared image depicts a rapidly developing cumulonimbus cloud between and over the FLL and FXE airports. The top of the cloud over FXE was in the range of 22,000 feet. The top of the cloud southwest of FXE was in the 39,000 feet range. The 1145, Goes-12 infrared image depicts a developing cumulonimbus cloud over FXE with the cloud top in the 42,000 feet range. Data was obtained from the Melbourne, Florida Doppler Weather Radar System, located 118 miles north-northwest of the accident site. The data showed that at FXE, between 1130 and 1145, a VIP Level 1 to 2 echo evolved into a VIP Level 5 "intense" echo at 1135 and a VIP Level 6 "extreme" echo by 1145.

Universal Jet Aviation

The Learjet departed from an uncontrolled airport about 2 minutes before the accident on a on a VFR climb and was not talking to ATC. The Extra EA-300S departed VFR from a controlled airport and requested and received a frequency change from the control tower 2 minutes after departure. Review of radar data revealed that the Extra climbed to 2,500 feet on a heading of 346 degrees before descending to 2,400 at 1141:25. The Learjet was observed on radar in a right crosswind departure passing through 700 feet on a heading of 242 degrees at 1141:02. At 1141:16, the Learjet was at 1,400 feet heading 269. At 1141:30, the Extra is observed on radar at 2,400 feet, in a right turn heading 360 degrees. The Learjet is observed on radar at 1141:28 in a climbing left turn passing through 2,300 feet. The last radar return on both aircraft was at 1141:30.

Líder Taxi Aéreo

After touchdown on runway 20L at Rio de Janeiro-Santos Dumont Airport, the aircraft was unable to stop within the remaining distance (runway 20L is 1,320 metres long). The aircraft overran and came to rest in the Guanabara Bay. All five occupants were injured and the aircraft was damaged beyond repair.

ICIPA

Seven minutes after takeoff from Seville-San Pablo Airport, while climbing, the crew reported technical problems and elected to return. Few minutes later, the situation worsened, the crew declared an emergency and started a rapid descent. The aircraft landed on runway 27 at an excessive speed. Upon touchdown, the right main gear collapsed. The aircraft rolled for about 2 km then veered off runway to the right and came to rest. All 10 occupants escaped uninjured while the aircraft was damaged beyond repair.

Aero France

The aircraft departed Brazzaville Airport on a charter flight to Paris-Le Bourget with an intermediate stop in Tamanrasset, Algeria, carrying seven passengers and two pilots. While cruising at FL390 in good weather conditions, the airplane went out of control, entered a dive and crashed in a mountainous area located in the region of Jakiri. The crew did not send any distress message. The wreckage was found few hours later in an isolated area. All nine occupants were killed, among them the French politician and businessman Michel Baroin, CEO of FNAC Group. He was returning to Paris following an official meeting with the Congolese President Denis Sassou-Nguesso.

Federal Paper Board Company

The Lear 55 taxied out for takeoff and inadvertently attempted a takeoff on the wrong runway. When he realized his mistake, he aborted the takeoff because he knew the runway length was significantly less than his required field length. Insufficient runway also remained for the aborted takeoff and the aircraft ran off the end of the runway and hit a stone wall. The aircraft was destroyed by fire and the copilot received minor injuries while the pilot and the passenger were not injured.

Gates Learjet Aircraft Corporation

The crew was engaged in a local demonstration flight to potential customers. After takeoff, while flying at a speed of 155 knots and an altitude of 690 feet, the crew initiated a barrel roll when control was lost. The airplane dove into the ground and crashed near the airbase, killing both pilots.