Richmond-Byrd Field

The twin-engine airplane was scheduled for a routine night cargo flight. Witnesses and radar data described the airplane accelerating down the runway to a maximum ground speed of 97 knots, then entering an aggressive climb before leveling and pitching down. The airplane subsequently impacted a parallel taxiway with its landing gear retracted. Slash marks observed on the taxiway pavement, as well as rotation signatures observed on the remaining propeller blades, indicated that both engines were operating at impact. Additionally, postaccident examination of the wreckage revealed no evidence of any preimpact mechanical failures or malfunctions of the airframe or either engine. The as-found position of the cargo placed the airplane within the normal weight and balance envelope, with no evidence of a cargo-shift having occurred, and the as-found position of the elevator trim jackscrew was consistent with a neutral pitch trim setting. According to the airframe manufacturer's prescribed takeoff procedure, the pilot was to accelerate the airplane to an airspeed of 85 knots, increase the pitch to a climb angle that would allow the airplane to accelerate past 96 knots, and retract the landing gear before accelerating past 128 knots. Given the loading and environmental conditions that existed on the night of the accident, the airplane's calculated climb performance should have been 1,800 feet per minute. Applying the prevailing wind conditions about time of the accident to the airplane's radar-observed ground speed during the takeoff revealed a maximum estimated airspeed of 111 knots, and the airplane's maximum calculated climb rate briefly exceeded 3,000 feet per minute. The airplane then leveled for a brief time, decelerated, and began descending, a profile that suggested that the airplane likely entered an aerodynamic stall during the initial climb.

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.

Few minutes after takeoff from Richmond-Byrd Field Airport, while flying at an altitude of 3,000 feet, the crew informed ATC that an engine failed and obtained the permission to return to Richmond. In heavy rain falls and by night, the crew missed the airport and was forced to make a go around. Few seconds later, while trying to gain height, the aircraft went out of control and crashed 6 miles south of the airfield. The aircraft was totally destroyed and all 27 occupants were killed.

Following an uneventful flight from Maxton AFB, crew started the approach to Richmond-Byrd Field when he was informed that this airport was closed to traffic due to poor weather conditions. In accordance with ATC, crew diverted to Richmond-Central Airport and completed the approach and the landing procedure safely. After landing, aircraft vacated the runway via a taxiway and for unknown reasons, it entered the adjacent grass and got stuck. Pilot increased engine power too much, allowing the tail to rise and then the nose to plunge into the earth. Both engines propeller blades struck the ground and some of them were sheared off, hitting the cockpit and killing the captain. All three other occupants were uninjured while the aircraft was considered as damaged beyond repair.