BAe 125

The aircraft departed Tampico-General Francisco Javier Mina Airport on a positioning flight to Las Potrancas Aerodrome located near Aldama, Tamaulipas. On approach to runway 02, the crew encountered marginal weather conditions with low clouds. As the aircraft was not properly aligned, the captain decided to initiate a go-around procedure and to make a left turn. At low height (about 800 feet), the aircraft struck a hill located to the left of the aerodrome and crashed. All three occupants were killed.

The purpose of the flight was for the instructor-pilot to prepare the first and second pilots for their FAA Part 135 competency and proficiency checks scheduled to be conducted in the accident airplane the following week, with operator proving tests to follow shortly thereafter. The first pilot obtained a computer science corporation (CSC) direct user access terminal service (DUATS) weather briefing and filed an instrument flight rules (IFR) flight plan. The instructor-pilot was listed as the pilot-in-command. The airplane took off and proceeded to its designated practice area. According to the cockpit voice recorder (CVR), the pilots practiced various maneuvers under the direction of the instructor-pilot, including steep turns and approaches to stalls. Then the first pilot was asked the to demonstrate an approach-to-landing stall. The first pilot asked the instructor-pilot if he had "ever done stalls in the airplane?" The instructor-pilot replied, "It's been awhile." The first pilot remarked, "This is the first time I've probably done stalls in a jet. Nah, I take that back, I've done them in a (Lear)." The instructor pilot said he had stalled "the JetStar on a [FAR] one thirty five ride." Flaps were extended and the landing gear was lowered. Digital electronic engine control (DEEC) recorded a power reduction that remained at idle. According to national track analysis program (NTAP) data, the stall was initiated from an altitude of 5,000 feet. The stick shaker sounded and shortly thereafter, the recording ended. The consensus of 25 witness' observations was that the airplane was flying at low altitude and doing "erratic maneuvers." One witness said it "seemed to stop in midair," then pitched nose down. Some witnesses said that the airplane was spinning. Other witnesses said it was in a flat spin. Still another witness said the airplane fell "like a falling leaf." The airplane impacted marshy terrain in a nose-down, wings-level attitude. Wreckage examination revealed the landing gear was down and the flaps were set to 25 degrees. Both engines' compressor/turbine section blades were gouged and bent in the opposite direction of rotation, and there were rotational scoring marks on both cases. No discrepancies were noted.

The Co-Pilot was the flying pilot with the Captain giving directions throughout the approach phase. The Captain stated that he extended the flaps and the landing gear. When the aircraft touched down, the landing gear was not extended. The Co-Pilot reported that she did look down at the landing gear lever and at "three green lights" on the approach. The CVR was read out which indicated that the Co-Pilot directed the Captain to call inbound. The Captain acknowledged this and stated "fifteen flaps." The Co-Pilot then stated "fifteen flaps, before landing." The Captain did not respond to the Co-Pilot but instead made a radio transmission. The Captain shortly thereafter, stated that he was extending the flaps to 25 degrees. The Captain made another radio transmission to the tower when the Co-Pilot stated "final, sync, ignitions." The Captain responded "ignitions on." Full flaps were then extended. The Captain gave the Co-Pilot continued directions while on the approach for heading, speed and altitude. At approximately 300 feet, the Captain stated, "yaw damper's off, air valves are off, ready to land." The Captain reported that it was obvious that touchdown was on the flaps and keel. The Captain stated that he raised the flaps, shutdown the engines, and confirmed that the landing gear handle was down. During the gear swing test the landing gear cycled several times with no difficulties. All red and green lights illuminated at the proper positions. During the test, it was found that the gear not extended horn did not function with the gear retracted, the flaps fully extended and the power levers at idle. Later a bad set of contacts to the relay was found. When the relay was jumped, the horn sounded. Inspection of the damage to the aircraft revealed that the outer rims of both outer tires displayed scrape marks around the circumference of the rim. The outer surface of the gear door fairings were scraped and the flap hinge fairings was ground down.