Following a year in which the business jet fleet experienced its highest level of fatalities in decades, it is encouraging to report there were no fatalities anywhere involving business jets in the first quarter of this year, according to AIN research. Nine people lost their lives in three crashes worldwide in the same period last year. Preliminary data showed that in the first three months of 2014 five people perished in two fatal crashes of U.S.-registered business jets (both operating under Part 91) and that four people died in one crash of a non-N-numbered business jet operating as a private flight.
Although no fatal accidents befell any N-numbered business jets in this year’s first quarter, there were eight nonfatal accidents compared with two last year, both involving aircraft operating under Part 91. Of these eight nonfatals in the first quarter, six happened to Part 91 operators, and one each involved Part 91K and Part 135 operators. Nonfatal mishaps of non-U.S.-registered business jets also rose from two in last year’s first quarter (one private, the other government) to three so far this year (all private).
Turboprops with N numbers also had more nonfatal mishaps in this quarter compared with the same period a year ago, but fatalities dropped to three this year (all Part 91) from 10 last year. The only aircraft segment to record more fatalities was non-U.S.-registered turboprops: 14 people died in two accidents this period compared with eight in two accidents last year.
On February 7 this year one of the more intriguing incidents in the first quarter, still under NTSB investigation, involved a 1987 Gulfstream IV attempting to take off. According to the Board, the pilot reported that before he taxied the airplane a flight control check felt “normal.” During the initial takeoff attempt, the pilot engaged the autothrottle. He reported that at approximately 75 knots, a triple chime sounded and a master warning illuminated. He immediately rejected the takeoff, coasting to the end of the runway. The pilots reported they saw no message on the crew alert system, no exceedances and no tripped circuit breakers.
The pilot decided to attempt another takeoff. This time he did not use the autothrottles. But as the airplane accelerated through approximately 75 knots, the triple chime/master warning activated again and he saw the engine low-pressure (LP) turbine speed in the yellow arc. He subsequently reduced engine power slightly to return the LP turbine speed to the white arc and continued the takeoff. At rotation speed, he pulled back on the control yoke but the flight controls did not respond. He reported that the controls had no “noticeable pressure resistance.” The pilot subsequently rejected the takeoff. An NTSB post-incident examination did not reveal any anomalies with the flight control system.
The Safety Board added, “At present, there is no indication that the circumstances of this incident are related to any previous GIV takeoff accidents or incidents,” an apparent reference to the GIV crash on May 31 last year at Hanscom Field, Bedford, Mass. That airplane was on its takeoff roll but never left the pavement before it ran off the end of the runway and crashed, killing all seven people aboard.
Runaway Runway Excursions
Accident investigation reports released in the first quarter of this year show that U.S. runway excursion accidents and incidents surged 157 percent compared with the same period last year. Nineteen U.S.-registered turbine airplanes (10 jets and nine turboprops) went off the side or end of runways in the recent quarter versus just three in the period a year ago (all turboprops). Thus, runway excursions accounted for more than 50 percent of all U.S. accidents or incidents in the most recent quarter.
Typically, excursions account for less than a third of all mishaps in the U.S. When noting the locations of these events in the previous quarter, it’s clear that one of the leading causal factors early this year was the harsh winter in the Midwest and Northeast, which frequently contaminated many runways with ice or snow.
One non-N-numbered jet and three turboprops also experienced runway excursions in the first quarter of this year versus one jet and two turboprops in the preceding first quarter. Most excursions happened during landing attempts and caused little or minor damage. The others were aborted landings followed by attempted takeoffs, resulting in far more damage to the aircraft. Although none of the excursions resulted in fatalities in these two comparable quarters, fatalities from excursions do happen.
The FAA recently took special aim at curbing accidents resulting from attempted takeoffs after landings, but the effort was short-lived. On March 3 the agency issued an information letter (InFo 15003) advising pilots to “establish a point, during landing, where a go-around or aborted landing procedures will not be initiated and the only option will be bringing the aircraft to a stop”–agency speak for the old adage: it’s better to roll off the runway slowing down than it is to crash after accelerating while trying to take off.
A couple of days later, however, the FAA withdrew InFo 15003 with no public explanation as to why. In response to a query by AIN, an agency spokesperson said, “We did post that InFO prematurely. It’s being further refined. I do not know when it will be finalized and posted.” A revised version had not been issued at press time.
Our statistics do not include the Jan. 1, 2015 fatal crash of a Challenger 601, reportedly shot down by Venezuelan fighter jets, into the sea near Aruba. Venezuelan authorities said the business jet (showing registration N214FW) had taken off from an airport in Venezuela. Three bodies and 400 packets of drugs, mostly cocaine, were found.