Country
Crash of a Learjet 35A in San Diego: 5 killed
Date & Time:
Oct 24, 2004 at 0025 LT
Operator:
Registration:
N30DK
Survivors:
No
Schedule:
San Diego – Albuquerque
MSN:
35-345
YOM:
1980
Crew on board:
2
Crew fatalities:
Pax on board:
3
Pax fatalities:
Other fatalities:
Total fatalities:
5
Captain / Total hours on type:
600.00
Copilot / Total hours on type:
375
Aircraft flight hours:
10047
Circumstances:
On October 24, 2004, about 0025 Pacific daylight time, a Learjet 35A twin-turbofan airplane, N30DK, registered to and operated by Med Flight Air Ambulance, Inc. (MFAA), collided into mountainous terrain shortly after takeoff from Brown Field Municipal Airport (SDM), near San Diego, California. The captain, the copilot, and the three medical crewmembers received fatal injuries, and the airplane was destroyed. The repositioning flight was operated under the provisions of 14 Code of Federal Regulations (CFR) Part 91 with an instrument flight rules (IFR) flight plan filed. Night visual meteorological conditions prevailed. The flight, which was the fourth and final leg of a trip that originated the previous day, departed SDM at 0023.
Probable cause:
The failure of the flight crew to maintain terrain clearance during a VFR departure, which resulted in controlled flight into terrain, and the air traffic controller's issuance of a clearance that transferred the responsibility for terrain clearance from the flight crew to the controller, failure to provide terrain clearance instructions to the flight crew, and failure to advise the flight crew of the MSAW alerts. Contributing to the accident was the pilots' fatigue, which likely contributed to their degraded decision-making.
Final Report:
Crash of a Learjet 35A in Nevis
Date & Time:
Jul 13, 2004 at 1920 LT
Registration:
N829CA
Survivors:
Yes
Schedule:
Sint Maarten - Nevis
MSN:
35-459
YOM:
1981
Crew on board:
2
Crew fatalities:
Pax on board:
2
Pax fatalities:
Other fatalities:
Total fatalities:
0
Captain / Total hours on type:
539.00
Copilot / Total hours on type:
539
Aircraft flight hours:
9899
Circumstances:
The flightcrew stated that approximately 8 miles out on a visual approach for runway 10 they requested winds and altimeter setting from the control tower. They received altimeter setting 29.95 inches Hg., and winds from 090 degrees at 20 knots. About 5 miles out, in full landing configuration, they checked wind conditions again, and were told 090 at 16 knots. They were holding Vref of 125 knots plus 10 knots on final. The approach was normal until they got a downdraft on short final. The airplane sank and they reacted by immediately adding engine power and increasing pitch, but the airplane continued to sink. The airplane's main landing gear came in contact with the top of the barbwire fencing at the approach end of the runway. The airplane landed short of the threshold. The airplane was under control during the roll out and they taxied to the ramp. A special weather observation was taken at the Vance W. Amory International Airport at 1930, 10 minutes after the accident. The special weather observation was winds 090 at 15 knots, visibility 10 statute miles, scattered clouds at 2,000, temperature 27 degrees centigrade, dewpoint temperature 23 degrees centigrade, altimeter setting 29.95 inches hg.
Probable cause:
The pilot's encounter with a downdraft.
Final Report:
Crash of a Learjet 35A in Utica
Date & Time:
Mar 19, 2004 at 0645 LT
Operator:
Registration:
N800AW
Survivors:
Yes
Schedule:
Columbus - Utica
MSN:
35-149
YOM:
1977
Crew on board:
2
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
0
Captain / Total hours on type:
2036.00
Copilot / Total hours on type:
504
Aircraft flight hours:
15331
Circumstances:
The copilot was flying an ILS approach at an airspeed of Vref plus 10 knots, and the captain made visual contact with the runway about 350 feet agl. The airplane then drifted high on the glideslope, and the copilot decreased engine power. The sink rate subsequently became too great. By the time the captain called for a go-around, the airspeed had deteriorated, and the stick shaker activated. Although power was applied for the go-around, the airplane impacted the runway in a level attitude before the engines spooled up. The airplane came to rest in snow, about 20 feet off the left side of the runway, near mid-field.
Probable cause:
The copilot's failure to maintain airspeed, and the captain's delayed remedial action, which resulted in an inadvertent stall and the subsequent hard landing.
Final Report:
Crash of a Learjet 35A in Cancún
Date & Time:
Aug 14, 2003 at 2222 LT
Registration:
N403FW
Survivors:
Yes
Schedule:
Fort Lauderdale - Cancún
MSN:
35-403
YOM:
1981
Crew on board:
2
Crew fatalities:
Pax on board:
3
Pax fatalities:
Other fatalities:
Total fatalities:
0
Aircraft flight hours:
7950
Circumstances:
On August 14, 2003, about 2222 central daylight time, a Gates LearJet Corporation 35A, N403FW, registered to Aircraft Holdings LLC, operated by Air America Flight Services, Inc., was landed with the landing gear retracted at the Cancun International Airport, Cancun, Mexico. Visual meteorological conditions prevailed at the time and an instrument flight rules flight plan was filed for the 14 CFR Part 91 positioning flight. The airplane was substantially damaged and there were no injuries to the airline transport rated pilot and copilot, nor to the three medical personnel on board the airplane. The flight originated about 2145 eastern daylight time from the Fort Lauderdale Executive Airport, Fort Lauderdale, Florida. According to the director of operations for the operator, the airplane was cleared for a visual approach to runway 12, and the flightcrew advised him they did read the landing checklist. The landing gear was down and locked as indicated by the three green lights; though they didn't recall if the landing gear was extended as evidenced by the landing lights. They also advised him of feeling fuselage to runway surface contact; the airplane slid approximately 4,000 feet before coming to rest upright. Following the occurrence, the nose of the airplane was raised and the nose landing gear was observed to be inside the wheel well. Emergency extension of the landing gear was initiated and the nose landing gear extended and locked; the main landing gear did not extend as fuselage to runway contact prevented extension of the main landing gears. The airplane was dragged from the runway where approximately 2 days later, a crane raised the airplane. At that time, the main landing gears which were in the wheel wells, extended and locked into position.
