Learjet 23

On June 4, 1984, an unmodified Gates Learjet 23A, N101PP, was being operated by Air Continental, Inc., Elyria, Ohio, on a regularly scheduled cargo flight transporting cancelled bank checks under 14 CFR 135. The flight departed Cleveland-Hopkins International Airport, Ohio, as Night Air 4 at 2200 eastern daylight time. After an uneventful flight, Night Air 4 arrived at Syracuse-Hancock International Airport, New York, at 2245. There was routine ground cargo handling at Syracuse; the airplane was not refueled. Night Air 4 departed Syracuse at 2311, was cleared to climb to 17,000 feet, and was handed off to Boston Air Route Traffic Control Center (Boston Center) at 2314. Boston Center cleared Night Air 4 to its requested altitude of FL290 and the en route portion of the flight was uneventful. At 2332, Night Air 4 was handed off at 16,000 feet during its descent to Bradley International Airport, Windsor Locks, Connecticut Approach Control. Approach control identified the airplane, cleared it for a visual approach to runway 33, and at 2336 gave Night Air 4 a turn to position the airplane on final approach at 10 miles from the airport. At 2338:22, Night Air 4 reported that the airplane was on final approach for runway 33, and at 2338:25 the air traffic control tower operator cleared the flight to land. At 2341:18, the control tower operator reported to approach control that there had been an accident at the airport. Fifteen witnesses, who either heard and/or saw the accident, were interviewed, and with the exception of a few minor points, all of the witnesses described basically the same accident sequence. The airplane was on a normal approach to runway 33 with no apparent abnormalities. When the airplane was about 200 feet over the approach lights, an increase in engine thrust was heard and the airplane halted its rate of descent in what two pilot witnesses thought was an apparent attempt to go-around. Immediately afterward, Night Air 4 began what appeared to be a level turn to the right. As the airplane went through about 90° of turn, the wings of the aircraft were nearly vertical to the ground. The airplane's nose dropped below the horizon and the airplane descended into the ground in a nose low attitude. The witnesses stated that they saw an explosion which was followed by intense ground fire. None of the witnesses reported any significant lateral or vertical changes while the aircraft was on short final or during the 90' right turn prior to its descent into the ground. Many witnesses stated that they saw some lights illuminated on the aircraft but none reported seeing the landing lights, located on the landing gear, or the landing gear in the extended position. Witnesses reported no inflight fire, smoke, or airframe separation before the crash. All three occupants were killed.
Crew:
Charles Huffman, pilot,
Ronald Dulay, copilot.
Passenger:
Eldridge Sheetz.

While in cruise flight on Airway J79-121 en route to Orlando, Florida, from Teterboro, New Jersey, the flightcrew of N100TA, an IBEX Corporation Gates Learjet 23, was cleared by the Jacksonville Air Route Traffic Control Center to descend from its altitude of Flight Level 410 to Flight Level 390. The flightcrew acknowledged the clearance, and air traffic control observed the radar target descend. About 2 minutes later, the airplane crashed into the Atlantic Ocean, from a steep, high-speed descent about 12 miles from Savannah, Georgia. The air traffic controller made several unsuccessful attempts to contact the airplane. The pilots had reported no difficulties in any of their radio transmissions. The pilot, copilot, and the two passengers on board were killed. Beyond 1158:49, the program showed a gradual increase in indicated airspeed from 271 to 400 KIAS. The average rate of descent was 15,375 fpm based on the radar data using pressure altitude (mode C).

On May 5, 1980, an unmodified Gates Learjet 23 (N866JS) was operated by Kennedy Flite Center, Richmond, Virginia, on a purported crew training flight. The pilot called the Newport News, Virginia, flight service station (FSS) about 2105 and received a weather briefing for a flight originating in Richmond to Louisville, Kentucky, continuing to Gainesville, Florida, and returning to Richmond. He filed three instrument flight rules (IFR) flight plans. The first flight plan called for a flight of 1+00 hour from Richmond to Louisville with the pilot and copilot aboard. The second flight plan called for a flight of 1+29 hours from Louisville to Gainesville with the pilot, copilot, and six passengers aboard. The third flight plan called for a flight of 1+10 hours from Gainesville to Richmond with the pilot and copilot aboard. All of the plans requested flight level (FL) 410 as an en route altitude. N866JS departed Richmond about 2128 with the two pilots aboard, and arrived at Standiford Field in Louisville at 2228 after a routine flight. The aircraft was refueled with 386 gallons of Jet A fuel costing $479.46, which was paid by check. The flightcrew boarded the six passengers, who were friends of the copilot according to the company's flight manager, and the aircraft departed Louisville at 2315. After a routine flight, the aircraft arrived at Gainesville Regional Airport at 0044, May 6, 1980, and the passengers deboarded. Charter Air Center service personnel "topped off" the fuel tanks with 404 gallons of Jet A fuel. The fuel bill was $596.63, which was paid in cash. The flight departed Gainesville at 0152. Initial climb was to 23,000 feet with further clearance to FL 370 and final clearance to the requested FL 410. The en route portion of the flight proceeded normally, and at 0257, during descent, the aircraft was handed off at 14,000 feet by the Washington Air Route Traffic Control Center to Richmond approach control. The Richmond approach controller acknowledged the handoff, gave current weather and wind conditions, and told the flightcrew to expect a visual approach to runway 2 at the Byrd International Airport. The flightcrew requested an instrument landing system (ILS) approach to runway 33. This request was acknowledged, and the approach controller vectored the aircraft to the ILS final approach course, outside of the outer marker, at 2,000 feet. The approach controller turned the aircraft over to the local control tower operator at 0308. Radio communication between the aircraft and the tower controller was established, and the aircraft was cleared to land at 0308:41. While on final approach at about 2 miles from the runway, the pilot asked for a wind check, and the controller responded that the winds were calm. About 0311:10, the flightcrew requested that the sequenced flashing approach lights be turned down and the controller asked that the message be repeated. The controller heard two garbled radio transmissions within 40 seconds referring to lights, and he dimmed the lights when the aircraft was about 0.5 mile from the runway. The tower controller stated that the aircraft's flightpath appeared higher than normal and that N866JS seemed, to float down the runway at about 50 feet altitude. He then'saw the wingtip lights rocking back and forth, the nose of the aircraft rising, and the aircraft starting to roll. He stated that he reached for the crash phone when he saw the wings rocking because he was concerned about the safety of the aircraft. He then saw a ball of fire on runway 33 and immediately sounded the crash alert; the time was 0311:58. A Virginia Air National Guard security guard on duty near an aircraft parking ramp and the "M" taxiway adjacent to runway 33 witnessed the accident. He stated that he was in a parked truck, engine off, with an unobstructed view of the runway approach zone and touchdown area. He said that the aircraft was "a bit high" on its approach, but descended to a normal touchdown attitude and altitude with the noise of the engines winding down. He did not hear the "screech" of the tires which would have been normal if the aircraft touched the runway. Instead, he said that the aircraft yawed right, the nose came up, and the aircraft started to roll to the right. The roll continued to the inverted position accompanied by a buildup of engine noise. He then saw the aircraft strike the ground inverted, catch fire, and explode. Another security guard on duty at the entrance to the Air National Guard base also witnessed part of the accident sequence. He observed the approach to runway 33 and stated that he thought the aircraft was landing farther down the runway than normal. He did not hear the aircraft touch down, but did hear a sudden rise of engine noise. He saw a white light traveling down the runway followed by an orange fireball and flames. The aircraft was totally destroyed and both pilots were killed.

After touchdown at Hollywood-Burbank Airport, the crew started the braking procedure but the airplane was unable to halt within the remaining distance. It overran and eventually collided with a fence. All five occupants escaped uninjured while the aircraft was damaged beyond repair.

The approach to Flint-Bishop Airport runway 27 was completed in poor weather conditions with limited visibility due to snow falls. On final, the airplane stalled then rolled to the right to an angle of 45° and crashed in flames. The aircraft was destroyed and both pilots were killed. They were completing a cargo flight from Detroit-Willow Run (Ypsilanti) Airport.

Just after liftoff from runway 03R at Detroit-Wayne County Airport, while in initial climb, the airplane crashed on a fuel storage tank and exploded. Both pilots, en route to Lexington on a ferry flight, were killed, as well as one people on the ground.

While approaching Innsbruck-Kranebitten Airport in limited visibility, the crew failed to realize his altitude was too low when the airplane struck trees and crashed on a mountain located few km from the airfield. The aircraft was destroyed and both pilots were killed.

The approach to Pellston-Emmet County was initiated in limited visibility due to clouds. On final, the crew failed to realize his altitude was too low when the airplane struck trees and crashed in flames few miles short of runway threshold. The aircraft was destroyed and all six occupants were killed, among them Walter Reuther, President of the American Union of Workers in the Automotive Industry.

On approach to Racine-Batten Airport, the crew failed to realize his altitude was insufficient when the airplane struck the water surface and crashed into Lake Michigan, few miles offshore. The floating wreckage was recovered but all seven occupants were killed.

The crew was completing a ferry flight from Miami, Florida, to Rio de Janeiro. During the final approach completed by night, the airplane went out of control and crashed into the Guanabara Bay, some 8 km northwest of Santos Dumont Airport. The wreckage was found few hundred meters off the Fundão Island. The copilot's wife was found alive while five other occupants were killed.
Crew:
Joaquim Pereira, pilot,
Joaci Rupf, copilot.