BAe 125

The corporate jet's sink rate increased during short final approach. The copilot applied elevator back pressure and nose up trim. The sink rate continued to increase. The captain observed the copilot's efforts and began applying back pressure on his control yoke. Through combined efforts of both pilots they were able to increase the pitch enough that the airplane touched down on the main gear first. However, the touchdown was hard. The on-scene investigation revealed that a trip manifest container was lodged between the copilot's control yoke column and seat frame. The pilots stated the container is required to be carried in the cockpit during lights. Both pilots said there is no designated space in the cockpit to retain the container.

After flying personnel of entertainment group to Lindbergh Field, aircraft was positioned to nearby Brown Field, since late departure was planned after noise curfew was in effect at Lindbergh. Pilot talked with FSS specialist (splst) 3 times before takeoff. He reported he did not have instruction departure procedures from airport. Splst read departure procedures on phone. On last call to FSS, pilot said he planned to depart VFR toward northeast and obtain IFR clearance after airborne (this route was toward mountains.) During call, pilot expressed concern about remaining cleared of TCA and inquired about staying below 3,000 feet. Splst agreed with pilots concerns, but after accident, splst said he thought pilot was referring to 3,000 feet agl, rather than 3,000 feet msl. Pilot had filed to takeoff at midnight, but didn't get airborne until 0141 pst. Since flight was over 1.5 hours late, IFR flight plan had 'clocked out.' As controller was reentering flight plan in computer, aircraft hit rising terrain near top of mountain, about 8 miles northeast of airport at elevation of about 3,300 feet. No deficiencies were found with aircraft or its engines. Copilot had no type rating for this aircraft, tho he reportedly had made 3 takeoffs and landings in Hawker-Siddeley HS.125. All 10 occupants were killed, among them all members of the country music 'Reba McEntire Band'.
Passengers:
Chris Austin,
Kirk Cappello,
Joey Cigainero,
Paul Kaye Evans,
Jim Hammond,
Terry Jackson,
Anthony Saputo,
Michael Thomas.

The aircraft was en route at 31,000 feet, when the low pressure fuel filter warning light illuminated. The pilot diverted toward Columbia, MO, but before reaching Columbia, both engines lost power. Subsequently, the aircraft crashed about 2 miles east of the airport. An investigation revealed the fuel was contaminated with water. The fuel filter deicing system was operational, but a post-accident examination revealed the deicing tank was empty. This was the 2nd flight since the deice tank had been serviced. The manufacturer's info indicated the supply tank should have provided about 3 to 4 hours of filter deicing operation. One of the pilots was killed.

During landing, upon nose wheel contact with the runway, directional control was lost and the aircraft exited the runway hard surface and crossed a ditch collapsing the nose gear. The crew stated that full left rudder and differential braking would not stop the right drift, and that the aircraft was in grass uncontrollable by the time the steering tiller was reached. The nose wheel steering system was extensively damaged by the impact sequence when the nose wheel well aft bulkhead was forced into the steering assembly. The pilot stated that if he had been 'spring loaded to the tiller' that he could have possibly kept the aircraft off the grass.

Before takeoff, a pilot of XA-KUT was briefed that the Houston Hobby (HOU) weather was IFR with '. . . Indefinite ceiling zero sky obscured visibility's 1/16 of a mile and fog . . .' He was also advised IFR conditions were forecast until 0900 cst, gradually improving to marginal VFR by 1100 cst with 1,000 feet broken, 5 miles visibility and fog. The flight took off at 0900 cst. At HOU, arrival was delayed due to weather. The crew requested an ILS approach, with intentions of diverting if a missed approach was made. The RVR was variable. After being cleared for an ILS runway 04 approach, the pilot was advised the RVR had dropped to 1,400 feet. After changing to tower frequency, the flight was cleared to land and was told again the RVR was 1,400 feet. When the aircraft was on final approach, the pilots were advised of a low altitude alert. However, the aircraft continued below the decision height (dh), hit a 70 feet power line (approximately 6,500 feet short of the runway) and crashed. No preimpact malfunction of the aircraft or its systems was found. The ILS was flight checked, but only a minor discrepancy (concerning the outer marker width) was noted. The dh was 200 feet agl, minimum RVR for the approach was 2,400 feet. The copilot was killed and seven other occupants were injured, three seriously.

While en route at FL370, the pilots declared an emergency, reported a fire in the right engine and requested vectors to the nearest suitable airport. They were vectored toward the Lexington-Blue Grass Airport and circled to descend. Shortly after declaring an emergency, the pilots reported they secured the right engine and extinguished the fire light. As the aircraft was on final approach to land, the local controller (using binoculars) confirmed that both the gear and flaps were extended. However, as the aircraft continued onto a short final approach, an increase in its pitch attitude was noted. It then dropped below the level of the runway threshold and impacted in a pasture short of the runway. After initial impact, the aircraft went thru a stone fence, hit 2 utility poles, crossed a highway, came to rest at the perimeter fence and burned. An auto was damaged by debris; 2 occupants received minor injuries. An investigation revealed the aircraft impacted with the gear extended, but the flaps and flap handle were found in the up position. An examination of the right engine revealed its outer exhaust cone was cracked in the vicinity of a fire detection loop. No other preexisting mechanical problems were evident. Both pilots were killed and both passengers were seriously injured.

Shortly after takeoff, while in initial climb, the aircraft lost height and crashed in a huge explosion. All nine occupants were killed, among them Marcos de Barros Freire, Brazilian minister of Agrarian Reform.

On approach to Casablanca-Nouasseur Airport, the crew failed to realize his altitude was insufficient when the aircraft crashed into houses located 2 km short of runway. All eight occupants were killed as well as two people on the ground.

The pilot canceled IFR 8 miles from the airport to continue on a visual approach and landing. Witnesses stated a strong thunderstorm had just passed over the airport. Wind info issued to the pilot by unicom were west at 20 knots. Witnesses observed the aircraft approach runway 31 and execute a go-around before touchdown. The aircraft circled left to a runway 06 (almost direct downwind) approach. Touchdown occurred about 2/3 down the 3,100 feet long runway. The engines were heard to spool up to high power (no thrust reversers) but the aircraft did not become airborne. It overran the runway into rough terrain and caught fire. Investigation showed the landing gear was down, flaps were at approach setting and speed brakes were fully deployed. Both pilots were killed.

The crew was cleared to descent to 4,500 feet when the aircraft went out of control and crashed in an open field located 32 km short of runway. The aircraft was destroyed upon impact and all seven occupants were killed.