Narrative:A BAe-125-700A corporate jet was destroyed when it impacted an apartment building and an embankment while on final approach to runway 25 at Akron Fulton International Airport, Ohio.
The building, located at 3041 Mogadore Road, about 3200 m short of the runway threshold, burst into flames. All nine occupants of the aircraft were killed. No one was injured inside the building.
The airplane, flight EFT1526, departed Dayton-Wright Brothers Airport, Ohio at 14:13 hours local time. The first officer was Pilot Flying. About 14:38, the Akron-Canton terminal radar approach control facility provided radar vectors to the accident airplane for the localizer runway 25 instrument approach procedure at Akron Airport.
A Piper PA-28-161 airplane performing flight training at the airport was preceding the BAe-125 on the approach. According to the flight instructor on board the Piper, the airplane "broke out at minimums" on the localizer runway 25 approach and landed on runway 25. This information was relayed to the accident aircraft after it reported over the Unicom frequency.
About 14:49, the captain made mention of a high pitch and a concern about a recurrence of decreasing speed, and the first officer mentioned the planned approach speed. At 14:50 the captain had a discussion with the first officer about not wanting to stall the airplane. The last ATC transmission from EFT1526 occurred about 14:50 when they advised ATC they were changing to the advisory frequency.
Full flaps were requested by the FO about 14:51, and about a minute later the first officer called out a descent to minimums. About 14:52, the captain made mention of diving 2,000 feet per minute, followed by the cockpit sounds of the windshield wipers and the captain mentioning the ground.
About 14:52, the captain made a call out to level off, followed by the sounds similar to a stick shaker and a ground proximity warning system (GPWS) aural alert.
The aircraft was seen banking to the left as it clipped electrical and telephone wires on Mogadore Road. It then hit an apartment building and slammed into an embankment.
Preliminary investigation findings show that both accident pilots were newly hires by Execuflight in June 2015. The captain's previous employment was terminated after he failure to show up for a Hawker 800A Recurrent Training session.
The first officer's previous employment was terminated due to "unsatisfactory work performance." During training he struggled among others with memory items and weight and balance calculations.
The fact that the first officer was Pilot Flying was contrary to company policy. First officers normally only fly empty legs.
Also, the weight and balance of the accident flight was incorrect because, among others, the weight of the APU had not been included in the Basic Operating Weight. On departure the maximum takeoff weight was exceeded by 286 pounds. The estimated landing weight exceeded the maximum landing weight by the same amount.
Probable Cause:
PROBABLE CAUSE: "The NTSB determines that the probable cause of this accident was the flight crews mismanagement of the approach and multiple deviations from company SOPs, which placed the airplane in an unsafe situation and led to an unstabilized approach, a descent below MDA without visual contact with the runway environment, and an aerodynamic stall. Contributing to the accident were Execuflights casual attitude toward compliance with standards; its inadequate hiring, training, and operational oversight of the flight crew; the companys lack of a formal safety program; and the FAAs insufficient oversight of the companys training program and flight operations."
Accident investigation:
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Investigating agency: | NTSB |
Status: | Investigation completed |
Duration: | 1 years | Accident number: | NTSB/AAR-16/03 | Download report: | Final report
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Classification:
Non-adherence to procedures
Loss of control
Sources:
»
Fox 10»
newsnet5.com»
WDTN
METAR Weather report:
19:31 UTC / 14:31 local time:
KAKR 101931Z AUTO 25008KT 1 1/2SM BR OVC005 11/09 A2995 RMK AO2 CIG 003V009 T0111009419:54 UTC / 14:54 local time:
KAKR 101954Z AUTO 24007KT 1 1/2SM BR BKN004 OVC009 11/09 A2995 RMK AO2 SLP142 T01060094Wind: 240° at 7 knots; Visibility: 1,5 miles in mist; Broken clouds at 400 feet AGL, overcast cloud deck at 900 feet AGL; Temperature: 11°C; Dewpoint: 9°C; pressure 1014.3 mb
20:05 UTC / 15:05 local time:
KAKR 102005Z AUTO 24011KT 1 1/4SM -RA BR OVC006 11/09 A2995 RMK AO2 RAB05 CIG 003V009 P0000 T01060094
Follow-up / safety actions
NTSB issued 13 Safety Recommendations
Issued: 18-OCT-2016 | To: FAA | A-16-34 |
Require all 14 Code of Federal Regulations Part 135 operators to install flight data recording devices capable of supporting a flight data monitoring program. (Open - Acceptable Response) |
Issued: 18-OCT-2016 | To: FAA | A-16-35 |
After the action in Safety Recommendation A-16-34 is completed, require all 14 Code of Federal Regulations Part 135 operators to establish a structured flight data monitoring program that reviews all available data sources to identify deviations from established norms and procedures and other potential safety issues. (Open Acceptable Alternate Response) |
Issued: 18-OCT-2016 | To: FAA | A-16-36 |
Require all 14 Code of Federal Regulations Part 135 operators to establish safety management system programs. (Open - Acceptable Response) |
Issued: 18-OCT-2016 | To: FAA | A-16-37 |
In conjunction with Textron Aviation and Hawker 700- and 800-series training centers, develop and incorporate into Hawker 700- and 800-series pilot training programs a nonprecision approach procedure that aligns with the stabilized approach criteria outlined in Advisory Circular 120-71A and eliminates configuration changes at low altitudes. ( Open - Acceptable Response) |
Issued: 18-OCT-2016 | To: FAA | A-16-38 |
In conjunction with Textron Aviation and Hawker 700- and 800-series training centers, develop and incorporate into Hawker 700- and 800-series pilot training programs a definition of the term "landing assured" that aligns with the language of 14 Code of Federal Regulations 91.175(c)(1). (Open - Acceptable Response) |
Issued: 07-NOV-2016 | To: FAA | A-16-39 |
Require 14 Code of Federal Regulations (CFR) Part 121, 135, and 91 subpart K operators and 14 CFR Part 142 training centers to train flight crews in the performance and use of the continuous descent final approach technique as their primary means for conducting nonprecision approaches. (Open - Acceptable Response) |
Issued: 07-NOV-2016 | To: FAA | A-16-40 |
Issue a Safety Alert for Operators describing the circumstances of this accident and reminding operators to ensure that current and accurate information is entered into weightand-balance software programs used in their operations. (Open - Acceptable Response) |
Issued: 07-NOV-2016 | To: FAA | A-16-41 |
Review the Safety Assurance System and develop and implement procedures needed to identify 14 Code of Federal Regulations Part 135 operators that do not comply with standard operating procedures. (Open - Acceptable Response) |
Issued: 07-NOV-2016 | To: FAA | A-16-42 |
Review the problems with the quality of the cockpit voice recorder (CVR) data in this accident to (1) determine why the problems were not detected and corrected before the accident, despite the requirements in Federal Aviation Administration Order 8900.1 and the guidance in Safety Alert for Operators 06019, and (2) determine if the procedures in Advisory Circular (AC) 20-186 would have ensured that the CVR problems were identified and corrected before the accident, and if not, revise AC 20-186 to ensure that such problems will be identified and corrected. (Open - Acceptable Response) |
Issued: 07-NOV-2016 | To: Textron Aviation | A-16-43 |
Work with the Federal Aviation Administration and Hawker 700- and 800-series training centers to develop and incorporate into Hawker 700- and 800-series pilot training programs a nonprecision approach procedure that aligns with the stabilized approach criteria outlined in Advisory Circular 120-71A and eliminates configuration changes at low altitudes. ( Open - Await Response) |
Issued: 07-NOV-2016 | To: Textron Aviation | A-16-44 |
Work with the Federal Aviation Administration and Hawker 700- and 800-series training centers to develop and incorporate into Hawker 700- and 800-series pilot training programs a definition of the term "landing assured" that aligns with the language of 14 Code of Federal Regulations 91.175(c)(1). ( Open - Await Response) |
Issued: 07-NOV-2016 | To: Flight Safety International | A-16-45 |
Work with the Federal Aviation Administration and Textron Aviation to develop and incorporate into Hawker 700- and 800-series pilot training programs a nonprecision approach procedure that aligns with the stabilized approach criteria outlined in Advisory Circular 120-71A and eliminates configuration changes at low altitudes. ( Open - Await Response) |
Issued: 07-NOV-2016 | To: Flight Safety International | A-16-46 |
Work with the Federal Aviation Administration and Textron Aviation to develop and incorporate into Hawker 700- and 800-series pilot training programs a definition of the term "landing assured" that aligns with the language of 14 Code of Federal Regulations 91.175(c)(1). ( Open - Await Response) |
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Photos
accident date:
10-11-2015type: BAe-125-700A
registration: N237WR
accident date:
10-11-2015type: BAe-125-700A
registration: N237WR
accident date:
10-11-2015type: BAe-125-700A
registration: N237WR
accident date:
10-11-2015type: BAe-125-700A
registration: N237WR
accident date:
10-11-2015type: BAe-125-700A
registration: N237WR
accident date:
10-11-2015type: BAe-125-700A
registration: N237WR
accident date:
10-11-2015type: BAe-125-700A
registration: N237WR
accident date:
10-11-2015type: BAe-125-700A
registration: N237WR
Approach profile prior to the accident
Descent profile
N237WR
N237WR
Video, social media
Map
This map shows the airport of departure and the intended destination of the flight. The line between the airports does
not display the exact flight path.
Distance from Dayton-Wright Brothers Airport, OH to Akron/Canton-Fulton International Airport, OH as the crow flies is 282 km (176 miles).
Accident location: Exact; deduced from official accident report.
This information is not presented as the Flight Safety Foundation or the Aviation Safety Network’s opinion as to the cause of the accident. It is preliminary and is based on the facts as they are known at this time.