N135PT

HISTORY OF FLIGHT

On August 4, 2003, at 0639 eastern daylight time, a Learjet 35A, N135PT, operated by Air East Management Ltd., was destroyed when it impacted a residential home and terrain while maneuvering to land at the Groton/New London Airport (GON), Groton, Connecticut. The two certificated airline transport pilots were fatally injured. Visual meteorological conditions prevailed, and an instrument flight rules (IFR) flight plan had been filed for the flight, which originated from Republic Airport (FRG), Farmingdale, New York. The positioning flight was conducted under 14 CFR Part 91.

Review of Federal Aviation Administration (FAA) air traffic control (ATC) communication and recorded radar data, revealed that the flight departed Republic Airport about 0610. About 5 miles west of Groton, the flightcrew advised the Providence Approach controller that they had visual contact with the airport, and requested to cancel their IFR clearance. The controller acknowledged the request and terminated the clearance. No further communications were received from the flightcrew.

According to the recorded radar data, a target was observed entering the left downwind for runway 23 at Groton, at an altitude of 1,800 feet, and continued to descend. About 2.7 miles northeast of the runway, the target made a left turn onto base leg. About 1.3 miles from the runway, and south of the extended runway centerline, the target turned left, and then back toward the right. When the target was about 1/8-mile south of the runway threshold, at an altitude of approximately 300 feet, an approximate 60-degree heading change to the right was made back toward the runway. The target crossed the runway at an altitude of approximately 200 feet, and began a left turn towards the center of the airport. The turn continued, and the target reentered a left downwind for runway 23 again, about 1,100 feet south of the runway, at an altitude of approximately 400 feet. The last target was observed at 0638:25, about 1/4-mile northeast of the runway.

Excerpts of the cockpit voice recorder (CVR) transcript revealed the following:

At 0634:09, the captain stated, "see it down there." The first officer replied, "should be, yeah...not yet. Under the cloud thing?" The captain replied, "no, right there."

At 0634:17, the captain radioed the approach controller that "five Papa Tango had the field in sight," and requested to cancel the IFR clearance. The controller acknowledged the request and terminated the clearance.

At 0635:22, the first officer stated, "flaps eight."

At 0635:25, the CVR recorded a sound similar to a trim-in-motion audio clicker, followed by the first officer stating, "hold on a second, flaps eight."

At 0635:28, the CVR recorded a sound of a click.

At 0635:29, the flightcrew announced on the radio, "Groton traffic, Lear one three five Papa Tango, left downwind for two three Groton."

At 0636:19, the first officer stated, "let me know when to turn?" The captain replied, "forty degrees of bank. Watch your speed."

At 0636:43, the first officer stated, "hold this altitude. We're near the ground." About 17 seconds later the first officer asked for "flaps full."

At 0637:28, the first officer stated, "what happens if we break out, pray tell." The captain replied, "uh, I don't see it on the left side it's gonna be a problem."

At 0637:45, the first officer stated, "damn it. you got the airplane." About 4 seconds later he stated, "can't do it right?"

At 0637:52, the CVR recorded a sound of a click. About 3 seconds later, the first officer stated, "okay, we have flaps twenty...do you want the gear up?" The captain replied, "leave 'em down."

At 0638:09, the CVR recorded a sound similar to increase in engine RPM.

At 0638:10, the captain stated, "yee haw." About 6 seconds later, the CVR recorded an unidentified voice state, "whoo."

At 0638:20, the first officer stated, "I should have put it on the uh, VOR. been better."

At 0638:28, the captain called for "flaps twenty." The first officer replied, "flaps twenty coming in," followed by the CVR recording the sound of a click.

At 0638:34, the CVR recorded a sound similar to an autopilot/yaw damper disengage tone, and 4 seconds later, a sound similar to a trim-in-motion audio clicker.

At 0638:43, the first officer stated, "airspeed's ten above," followed one second later with, "airspeed's right on."

At 0638:45, the CVR recorded a sound of a click.

At 0638:48, the CVR recorded a sound similar to a trim-in-motion audio clicker.

At 0638:49, the first officer stated, "watch your speed. it's gonna stall."

At 0638:50, the CVR recorded a sound similar to a stick pusher stall warning tone.

At 0638:55, the CVR recorded an unidentified voice state, "taking over," followed by the captain stating, "okay. I'm with you."

At 0639:01, the CVR recorded a sound of impact.

The recording ended at 0639:02.

A witness, who was conducting a pre-flight inspection on an airplane at the Groton airport, heard the accident airplane as it approached from the east. The witness observed the airplane at a height consistent with the approach minimums for the VOR approach, and turn left for the runway 23 downwind leg. The witness lost visual contact with the airplane as it continued on the downwind leg, due to it "skimming" into or behind clouds. The airplane reappeared from the clouds at an altitude of about 200 feet above the ground, and as it overshot the extended centerline for the runway, the bank angle increased to about 90-degrees. The airplane then descended out of view. The witness recalled hearing the airplane's engines increase just before the crash, "like it was a last chance effort." The witness described the weather to the north and northeast of Groton, as poor visibility with "scuddy" clouds.

A second witness observed the airplane proceed over the airport and initiate a steep left turn to join the downwind leg for runway 23. The airplane continued the left turn, increasing the bank angle to almost 90-degrees to the horizon. As the airplane was turning for it's final approach, it began to wobble from left to right, before disappearing behind a tree line.

The airplane's initial impact point was the rooftop of a single-story residential home, about 1/4-mile northeast of the approach end of runway 23. The wreckage path, which was orientated on a 280-degree heading, continued for about 800 feet through a small line of hardwood and evergreen trees, a second residential home, a second line of trees, a third residential home, down an embankment, and through a boardwalk, before coming to rest in the Pequannock River.

Post impact fires destroyed two of the residential homes, two automobiles, and five vessels moored on the river. There were no ground injuries reported.

The accident occurred during the hours of daylight, at 41 degrees, 20.59 minutes north longitude, 72 degrees, 2.11 minutes west latitude, at an elevation of 11 feet msl.

FLIGHTCREW INFORMATION

Captain

The captain held an airline transport pilot certificate with a rating for airplane multi-engine land, and a commercial pilot certificate for airplane single-engine land. He also held a flight instructor certificate for airplane single-engine land, and instrument airplane. In addition, the captain was type rated in the Learjet.

The captain's most recent FAA Airman Competency/Proficiency Check for the Learjet series was completed on May 1, 2003.

The captain's most recent FAA first class medical certificate was issued on June 24, 2003. On the application for the medical certificate, the captain reported 4,300 hours of total flight experience.

First Officer

The first officer held an airline transport pilot certificate with ratings for airplane single-engine and multi-engine land, and a commercial pilot certificate for airplane single-engine sea. He also held a flight instructor certificate for airplane single and multi-engine land, and instrument airplane. In addition, the first officer was type rated in the Learjet.

The first officer's most recent FAA Airman Competency/Proficiency Check for the Learjet series was completed on January 20, 2003.

The first officer's most recent FAA first class medical certificate was issued on June 4, 2003. On the application for the medical certificate, the first officer reported 9,000 hours of total flight experience.

AIRCRAFT INFORMATION

According to the operator's records, the airplane was maintained on an approved aircraft inspection program (AAIP), and had accumulated about 9,287 total airframe hours. The most recent maintenance performed on the airframe was completed on July 21, 2003, and included a 300-hour thrust reverser inspection to each engine.

The left engine had accumulated about 7,103.7 hours of total time. The most recent maintenance performed on the left engine was completed on August 1, 2003. It included a 300-hour inspection of the engine, and an oil and filter sample analysis. The oil and filter analysis results were "normal."

The right engine had accumulated about 6,726.8 hours of total time. The most recent maintenance performed on the right engine was completed on August 1, 2003. It included a 300-hour inspection of the engine, and an oil and filter sample analysis. The oil and filter analysis results were "normal."

METEOROLOGICAL INFORMATION

An automated weather observation taken at the Groton airport, at 0656 included; 9 miles of visibility, a scattered cloud layer at 4,100 feet, winds from 150 degrees at 10 knots, temperature 73 degrees F, dew point 71 degrees F, and an altimeter setting of 30.05 inches Hg. At 0725, the reported weather included; 6 miles of visibility, few clouds at 600 feet, a broken cloud layer at 3,800 feet, and an overcast cloud layer at 6,000 feet. The winds were from 140 degrees at 8 knots, temperature 73 degrees F, dew point 71 degrees F, and an altimeter setting of 30.05 inches Hg.

A witness,...