BAe Jetstream 31

During arrival for an ILS runway 21R approach, the aircraft encountered icing conditions for about 9-1/2 minutes. As the aircraft was vectored for the approach, the Seattle ARTCC controller used an expanded radar range and did not provide precise positioning of the aircraft to the final approach course. The flight crew attempted to continue on a steep, unstabilized approach for a landing. Recorded radar data showed that the aircraft was well to the right of the ILS course line and well above the glide slope as it passed the outer marker/final approach fix (faf). It did not intercept the localizer course until it was about 1.5 mile inside the faf. Also, it was still well above the ILS glide slope were recorded altitude data was lost when the aircraft was abt 2.5 miles from the airport. The tower had closed, but the controller saw the aircraft in a higher than normal rate of descent in a wings level attitude. Before reaching the runway, the aircraft nosed over and crashed in a steep descent. There was evidence that ice had accumulated on the airframe, including the horizontal stabilizers, which may have resulted in a tail plane stall. All six occupants were killed.

On final approach to Dhahran Airport, the twin engine aircraft lost height and crashed on the top of a hill located few km from the airfield. The aircraft was destroyed and all five occupants were killed.

The copilot was flying the aircraft as it was being ferried after minor maintenance. As they were in a descent and were approaching the destination airport, the captain noted a left engine torque fluctuation of 20% to 30% and elected to secure the engine, although no yawing was noticed. During shutdown, the left propeller did not feather and drag increased until the aircraft would not sustain level flight. An attempted restart of the left engine was unsuccessful, so the captain tried to feather it again. However, the left propeller still did not feather. Subsequently, the pilots were forced to land in an open field on uneven terrain and the aircraft was damaged. An extensive investigation was made, but no cause could be found for the torque fluctuation, nor could the condition be duplicated, however, the investigation did note that the air and ground procedures for engine shutdown were similar. A variation in the ground shutdown procedures allowed for engagement of the start latches.

A company designated instructor and two f/o trainees were conducting a far 135 training flight. The third approach was terminated with a go-around initiated over the runway threshold at about 50 feet. After climbing to about 150 feet, the aircraft was observed to oscillate in yaw, followed by pitch, and then roll to the right. The aircraft impacted in a near-vertical descent attitude. The investigation revealed that the right engine was operating, but at reduced power. The left engine was at full power. There was no indication of aircraft system malfunction or failure. Company pilots indicated that the captain had a history of demeaning cockpit behavior and roughness with students. The f/o, was small in stature and had 100 hours of multi-engine time and no turboprop time. Company pilots reported the f/o trainee was consistently behind the aircraft in prior flights. Examination of the aircraft revealed the flaps in the retracted position contrary to aircraft handbook. Company pilots further indicated the captain had history of requiring low altitude 1-engine go arounds and delaying offers of assistance to students. All three crew members were killed.

The captain stated that he had planned the approach at a higher-than-normal airspeed and altitude due to a reported low level windshear. At 400 feet agl the aircraft entered a light downdraft but the crew corrected the descent profile with power. At 200 feet agl the aircraft suddenly, according to the captain, pitched down before impacting the runway. Witnesses stated that the aircraft pitched down on short final, leveled off, then slammed onto the runway on all wheels. It then bounced, pitched down again and impacted the runway nose-first. A subsequent inspection, operational test, and teardown of the airplane's stall protection system found it to be functioning satisfactorily. The two powerplants also tested within normal parameters.

Taxi clearance was received at 16:35 and the flight left gate 14B for runway 19. The airplane was cleared for takeoff at 16:44. Shortly after lifting off, at 200 feet above the ground, the engine torque gauges began to fluctuate erratically and the plane began to yaw back and forth. The captain believed the TTL (Torque Temperature Limiting) system may have been bypassing fuel to the engines (a situation that could occur when power levers are advanced too far forward). He then slightly decreased the power settings which resulted in even greater torque oscillations and greater yawing. The captain believed both engines were malfunctioning for some unknown reason and landed back on runway 19, because a 90° turn for runway 28 seemed impossible. The aircraft overran the runway, struck a 6 feet high chain link fence, struck a concrete barrier and skidded across the Route 61 highway before coming to rest on a parking lot.

While parked at Erie Airport, the BAe Jetstream 31 was hit by a private Cessna 441 registered N117EA. Both aircraft caught fire and were destroyed. There were no casualties.