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Safety Recommendation Details

Safety Recommendation A-16-038
Details
Synopsis: On November 10, 2015, about 1453 eastern standard time, Execuflight flight 1526, a British Aerospace HS 125-700A (Hawker 700A), N237WR, departed controlled flight while on a nonprecision localizer approach to runway 25 at Akron Fulton International Airport (AKR) and impacted a four-unit apartment building in Akron, Ohio. The captain, first officer, and seven passengers died; no one on the ground was injured. The airplane was destroyed by impact forces and postcrash fire. The airplane was registered to Rais Group International NC LLC and operated by Execuflight under the provisions of 14 Code of Federal Regulations (CFR) Part 135 as an on-demand charter flight. Instrument meteorological conditions prevailed, and an instrument flight rules flight plan was filed. The flight departed from Dayton-Wright Brothers Airport, Dayton, Ohio, about 1413 and was destined for AKR.
Recommendation: TO THE FEDERAL AVIATION ADMINISTRATION: 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).
Original recommendation transmittal letter: PDF
Overall Status: Open - Acceptable Response
Mode: Aviation
Location: Akron, OH, United States
Is Reiterated: No
Is Hazmat: No
Is NPRM: No
Accident #: CEN16MA036
Accident Reports: Crash During Nonprecision Instrument Approach to Landing Execuflight Flight 1526 British Aerospace HS 125-700A, N237WR
Report #: AAR-16-03
Accident Date: 11/10/2015
Issue Date: 11/3/2016
Date Closed:
Addressee(s) and Addressee Status: FAA (Open - Acceptable Response)
Keyword(s):

Safety Recommendation History
From: FAA
To: NTSB
Date: 7/29/2019
Response: -From Daniel K. Elwell, Acting Administrator: The AEG reviewed the current guidance for parts 121, 135, and 91 subpart K operators and for part 142 training centers to identify deviations related to the term "landing assured." Section 91.175(c), Operation below DA/ DH or MDA, (1) states that the operation below approach minimums shall only be conducted if such operations use a normal rate of descent using normal maneuvers, and for parts 121and135 operations, touchdown can occur within the runway touchdown zone. This regulation does not indicate that descent below approach minimums equate to "landing assured." After meeting the legal requirements of §91.175 and continuing descent below minimums, a pilot may nevertheless elect to execute a missed approach or a balked landing. We support the provisions of the regulation and its description of proper energy management and stabilized approach criteria from minimum approach altitude to touchdown, and believe that aligning the provisions of §91.175(c)(l) with the term "landing assured" would not meet the intent of the Board's recommendation. The FAA believes that if flight crews execute stabilized descent profiles, avoid configuration changes at low altitudes, and use CDF A technique in final approach and descent planning, the HS-125 series aircraft will meet the provisions of §91.175(c)(l ). We included these items as special emphasis requirements in the final FSB report and believe that this inclusion will drive FAA-approved training programs to train and check these items. FAA Order 8900.1, Volume 8, Chapter 2, Section 5, Flight Standardization Boards, states that the final published report is to be used by principal operations inspectors as guidance in approving operator training, checking, and currency programs. We anticipate this change will affect all FAA-approved training programs under parts 135 and 142 for this aircraft fleet. I believe that the FAA has effectively addressed these safety recommendations and consider our actions complete.

From: NTSB
To: FAA
Date: 4/6/2017
Response: We note that, to address these recommendations, an FAA aircraft evaluation group (AEG) has been assigned to study training, including nonprecision approach procedures and the meaning of “landing assured,” for this aircraft series. Pending completion of action to satisfy Safety Recommendations A-16-37 and -38, they are classified OPEN--ACCEPTABLE RESPONSE.

From: FAA
To: NTSB
Date: 1/9/2017
Response: -From Michael P. Huerta, Administrator: An AEG is currently investigating this matter to determine the various deviations related to the term ·'landing assurance." In addition, we are reviewing the current guidance for parts 121.135, and 91 subpart K operators and for part 142 training centers. We will also examine the prevalence of flight crew use of the continuous descent final approach technique as a primary means for conducting nonprecision approaches to determine the feasibility of initiating rulemaking.