History of Flight
On November 19, 2013, at 1956 EST, a Learjet 35A, Mexican registered XA-USD, operated by Aero JL SA de CV, was destroyed after colliding with the Atlantic Ocean. The aircraft had just completed an air ambulance flight from San Jose, Costa Rica, and was repositioning to Cozumel, Mexico. The flight departed runway 10 at Fort Lauderdale-Hollywood International Airport at about 1950 under an IFR flight plan in night visual meteorological conditions.
Shortly after takeoff, as the airplane reached about 2,200 feet and 200 knots groundspeed, the copilot informed ATC of an "engine failure" and requested vectors back to the runway. The controller instructed the flight to maintain 4,000 feet and turn to 340 degrees, but the copilot replied "Not possible" and requested a 180-degree turn. The airplane continued a gradual turn north while descending and slowing.
At 1952:34, the copilot declared a mayday and repeatedly requested vectors. Over the next three minutes, the airplane continued its slow turn and descent northbound, parallel to the shoreline and away from the airport. At 1955:15, the copilot reported the airplane was "two hundred feet over the sea." No further intelligible transmissions were received.
Cockpit voice recorder audio revealed that no checklists were used during normal operations or after the emergency. No crew coordination or challenge-and-response callouts occurred. The pilot asked the copilot for unspecified "help" because he did not "know what's going on." The copilot did not identify or verify the emergency.
Personnel Information
Both pilots were employed by Vuela SA de CV, which leased pilots to Aero JL. The pilot held a Mexican commercial certificate with single-engine, multiengine, and instrument ratings, with 10,091 total hours including 1,400 in the Learjet 30 series. The copilot also held a Mexican commercial certificate, with documented flight experience totaling either 1,243 hours per company records or 206 hours according to the Mexican DGAC. The copilot had 29 hours in the accident aircraft make and model. Neither pilot had records of simulator training from U.S. vendors. The copilot had received academic instruction for the Learjet 20/30 series but no practical tests. Both pilots had completed 8-hour CRM and CFIT training on July 5, 2013.
Aircraft Information
The Learjet 35A was a twin-engine business jet powered by Garrett TFE731-2 engines. It was manufactured in 1979 and had its most recent continuous airworthiness inspection on November 4, 2013, at 6,842 aircraft hours. The aircraft was equipped with an Aeronca 45-1000 thrust reverser system that deployed only when weight-on-wheels and throttles at idle. The system could be set to NORM or EMER STOW, with UNLOCK, DEPLOY, and BLEED VALVE indicator lights.
Wreckage and Impact Information
Recovered wreckage showed overload damage consistent with high-speed water impact. The left engine's thrust reverser was found not fully stowed, with the upper blocker door partially deployed and the lower door hanging. The left engine nacelle showed heat damage and discoloration. The right engine's thrust reverser was stowed with no heat damage. Engine gauges indicated N2 of 96.8% (left) and 96.5% (right) at impact.
Additional Information
The AFM supplement included procedures for inadvertent thrust reverser deployment during takeoff: below V1 abort; above V1 reduce affected engine to idle, select EMER STOW, continue takeoff; if lights remain on, cutoff affected engine and perform engine shutdown in flight. For in-flight deployment, similar actions were specified.
Digital Electronic Engine Control (DEEC) data showed both engines operating and responding to power lever inputs throughout the flight. About 100 seconds after takeoff, the left engine experienced an N1 decrease to 60-65% for about 35 seconds, then recovered to 80-85%. This occurred while power lever angle and N2 remained unchanged. The right engine data showed no such variation.
The Mexican DGAC inspection revealed discrepancies in pilot training records, including lack of original licenses and logbooks. The copilot's practical test on May 2, 2013, was found unsatisfactory.
Medical and Pathological Information
Autopsy of the copilot determined cause of death as multiple blunt force injury. Toxicology tests were negative for drugs, alcohol, or carbon monoxide.