The Aircraft Owners and Pilots Association Air Safety Institute (ASI) has released a new video in its Early Analysis series, looking at the Dec. 27, 2021, Learjet 35A crash into a neighborhood in El Cajon, California.
The crash killed the pilot, copilot, and two flight nurses. No one on the ground was injured.
The air ambulance flight was returning to its home base at Gillespie Field (KSEE) after its third and final flight of the day. Weather conditions at the time of the accident were three miles visibility in light mist at night under layers of scattered and broken clouds at 1,100 and 2,000 feet above ground level (AGL).
“In Early Analysis: N880Z, the AOPA Air Safety Institute wants to help pilots understand what is known about the accident and some issues the National Transportation Safety Board (NTSB) is expected to look at during its investigation,” said AOPA’s ASI Senior Vice President Richard McSpadden. “It appears the pilot lost control of the airplane shortly after overflying the airport while making a left turn to line up for Runway 27 Right.”
“It’s important to remember this video was made based solely on information that is currently available to help provide an understanding of the accident,” he added. “The NTSB could conclude further information during their investigation that was previously unknown, which could alter our understanding of this accident.”
Early Analysis videos provide an initial assessment of accidents that generate a lot of public interest, AOPA officials said, noting this “may indicate important safety lessons for the general aviation community.”
You can see the video here.
I live 600 feet from the crash site of N880Z and I think the AOPA’s comments are close to what I expect the final NTSB analysis will be. On Monday, December 27 at about 19:10 hours, I heard jet engines spooling up very close to my location and I thought, “That doesn’t sound good.” Moments later I heard what sounded like a sonic boom and the power in the neighborhood went out. I saw a fireball and heard another loud boom.
Two details that I have not seen mentioned are that the point of impact is about 200 feet higher than the field elevation at Gillespie Field Airport, so if the jet was low when it overflew the airport, it was even closer to the ground as it attempted a circling approach. Also, when the pilot asked the tower controller to turn up the runway lights, which were already at maximum, his sight of the airport may have been blocked by the small mountain located in the southeast corner of the Pepper Drive/First Street intersection as he made his circling approach to runway 27L. That mountain is about 400 feet above field elevation.
There are more unknown factors than known facts in most aircraft accidents less than a month afterwards. If I want someone to make guesses immediately after an aviation accident I’ll watch CNN. Publish the names of the “General Aviation News Staff” responsible for this story, with attributes, and let time decide if this article is professional enough to be a source of pride to the AOPA and ASI after the NTSB finishes their investigation. I think not…
It’s disheartening to me that AOPA has stooped to the level of amateur YouTubers offering crash commentary. You can add all the little half-hearted disclaimers you want, but this is chasing engagement numbers instead of taking the high road and letting the accident investigation process run its course.
I generally hold AOPA and the Air Safety Institute in high regard, but I’ve lost respect for both since they’ve published this.
Why didn’t the pilot just ask for a contact approach?? then he could do as necessary to land the jet..?// Low and slow if not practiced often could also lead to problems..
The analysis of this accident refers to the “Airspeed” as derived from the ADS-b. However, I don’t believe the ADS-b data is indicated airspeed. Rather, it is the ground speed. So to say that the indicated airspeed deviated from Vref based on the ADS-b is inaccurate.
Beßt option was to RON at last stop.
WX AR the airport at night is only valid over the ceilomers and along the ever.
Vref is based and straight&level or very shallow bacnk. Circling requires 25-40 ° banks to stay in protected airspace.
Get home itius. What was the next day schedule?
If they had to be home making the RNAV-GPS to MDA followed by the published miss would have give the crew a safe look-see. Then if they felt they had to VFR circle at least they’d have more info.
Not departing or going to an alternate were best options.
What did company ops manual say?
The usual stall/spin. Keeping it a tight circle as the terrain, night and low vsby dictated. Sadly, nothing new here. When will we learn?
crash related videos, where do we send video to concerning LJ35 N880Z?
Pilot error, my opinion.My Dad,Al Smith, was senior assistant mgr. Of Gillespie Field, pilots have to have an instrument rating, I F R flight rules, they cannot rely on visual flight rules in the dark, in the storm. Pilots must file a flight plan and be formiliar with the Airport approach to the runway. He was flying too low, there isRattle Snake Mountain to the north east, and hills east of the runway. He was too low and got caught in telephone lines. These Jets are different than general aircraft. Both accidents were from Doctors unformiliar with the area, they didnit have enough experience flying these Jets. Doctors are known for having airplane accidents.