AOPA Pilot Magazine - December 2011 - 76

SAFETYPILOT
a.m., the controller advised light precipitation along most of the remaining route with a couple of heavy storm cells about five miles north and northeast of Owatonna. The crew ran an abbreviated approach briefing and the first officer (FO) tried unsuccessfully to contact the FBO three times regarding fuel and passenger arrangements. The flight intercepted the localizer about eight miles out, and at 9:42 a.m. the captain reported the runway in sight and canceled the IFR flight plan. He then requested the FO try the FBO again— this time the effort was successful. At 9:42:37 a.m. the before-landing checklist was run and at 9:43:05 a.m., the captain asked the FO to verify the landing configuration. The Hawker touched down on the wet runway at 9:45:04 a.m. at a speed of 122 knots, followed 2.5 seconds later by a sound similar to the air brakes moving to the Open position. From the NTSB report: “At 9:45:08 a.m., the first officer stated, ‘(We’re) dumped,’ followed immediately by, ‘We’re not dumped.’ [This was referring to the deployment of the lift-dump feature of the air brake and flap systems, which is used to help decelerate the airplane upon landing.] About 1.5 seconds later, the captain replied, ‘No, we’re not,’ and, at the same time, the cockpit voice recorder recorded a sound similar to the air brake handle moving to the Dump position. Ten seconds later, the CVR recorded a sound similar to the air brakes moving to the Shut position. The captain then stated, ‘Flaps,’ and, about the same time, the CVR recorded a sound consistent with increasing engine noise. At 9:45:27 a.m., the captain stated, ‘Here we go…not flyin’…not flyin.’ At 9:45:36 a.m., the CVR recorded an aural warning stating, ‘Bank angle, bank angle.’ The CVR stopped recording at 9:45:45.” Witnesses noted that the approach looked normal but heard the power increase near the end of the runway. From the NTSB report: “The airplane ran off the runway end at 9:45:29 a.m. and lifted off the ground at 9:45:34 a.m., about 978 feet from the runway end. Subsequently, the airplane collided with the Runway 30 localizer antenna support structure, which was about 1,000 feet from the runway end, and it eventually came to rest in a cornfield
AOPA PILOT •

beyond a dirt access road that borders the airport, which was about 2,136 feet from the runway end.” The flaps were set to zero, which is not the normal takeoff configuration of 15 degrees. The flight data recorder showed the aircraft pitching up to about 20 degrees and rolling 50 degrees to the right just before impact. There were no survivors. The crew The 40-year-old captain held a multiengine airline transport pilot certificate, with type ratings in the HS-125 and Learjet series. He had 3,600 total flight hours, with about 1,188 hours in the HS-125 and 874 hours in Learjets. He had flown 110, 24, and 0.3 hours in the 90 days, 30 days, and 24 hours, respectively, before the accident flight and received recurrent training in the Hawker a few months preceding the accident. The captain typically went to bed around 10 p.m. and was off duty for 72 hours before the day of the accident. The night before the accident, according to his girlfriend, he turned in about midnight (because of a poker game) and awoke the next morning between 4:45 and 5 a.m. The first officer, age 27, held a commercial pilot certificate with a type rating in the HS-125. He had 1,454 total flight hours, with 297 hours as second in command, most of it in the Hawker. He had flown 86, 27, and 0.3 hours in the 90 days, 30 days, and 24 hours, respectively, before the accident flight. His last Hawker proficiency check occurred eight months earlier. The first officer also was off duty for 72 hours before the accident. His fiancée noted that he went to bed about 11 p.m. the night before the accident and awoke the next morning around 5 a.m. The aircraft This HS 125-800 was built in Great Britain in 1991 and had accumulated about 6,570 hours total flight time. The NTSB found no discrepancies during the accident investigation. The aircraft is typically landed with flaps set to 45 degrees. A separate handle deploys air brakes in flight. On landing, after touchdown, this same control is used to “dump” lift once the aircraft is on the ground by deploying the air brakes to the ground-only or dump position. The lever is moved to the Open position and then up and over a detent, which increases the flaps

76 • DECEMBER

2011
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AOPA Pilot Magazine - December 2011

Table of Contents for the Digital Edition of AOPA Pilot Magazine - December 2011
