Accident Overview
On March 10, 2024, about 1452 eastern daylight time, an Israel Aircraft Industries 1125 Westwind Astra airplane, registration N1125A, was involved in an accident at Ingalls Field Airport (HSP) in Hot Springs, Virginia. The airplane was operated by SkyJet Elite under Title 14 Code of Federal Regulations Part 91 as a personal flight. The airline transport pilot, commercial pilot, and three passengers were fatally injured.
Flight History
According to the operator's representative, the flight crew's itinerary included flying from Fort Lauderdale/Hollywood International Airport (FLL), Fort Lauderdale, Florida, to HSP. The passengers planned to attend a conference in Hot Springs, while the flight crew were scheduled to continue to Teterboro Airport (TEB) in Teterboro, New Jersey. Both flights were non-revenue Part 91 operations.
Preliminary FAA air traffic control audio recordings and ADS-B data show that the flight departed FLL about 1246 and proceeded to HSP. About 1430, the flight crew checked in with Washington Air Route Traffic Control Center while at flight level 210, about 60 miles south of HSP. The controller instructed them to advise when they had current weather and NOTAM information at HSP and which instrument approach they wanted. The crew acknowledged.
About 1432, the controller asked again about the approach and weather. The crew responded they had weather about an hour old and wanted the ILS approach to runway 25. The controller cleared them to AHLER intersection, an initial fix for the ILS approach about 10 miles northeast of the airport. Between 1433 and 1439, the controller provided headings 5° to 10° right of course and instructed them to confirm current weather and NOTAMs.
About 1441, the crew confirmed current weather and NOTAMs. About 1444, they requested descent from 7,000 ft msl to 6,000 ft msl. The controller cleared them direct to AHLER for the ILS runway 25 approach, to cross AHLER at or above 6,100 ft msl. The crew read back and requested radar vectors but then proceeded direct to AHLER.
About 1447, the crew advised they would cancel IFR once on the ground with the flight service station. The controller said they could cancel directly with him. The controller then advised no traffic between their position and the airport and instructed them to switch to the common traffic advisory frequency (CTAF). The crew read back, and no further radio communications were recorded.
An HSP airport staff member monitoring the CTAF reported hearing two radio calls from an airplane announcing an approach to land on runway 25. Shortly after, he heard the impact and saw smoke rising from the approach end of runway 25.
ADS-B data shows the airplane proceeded about 15 miles northeast to conduct the ILS approach, commencing at AHLER intersection. The altitude descended along the final approach course. The final recorded ADS-B position was about 200 ft from the initial impact point.
Wreckage Examination
The wreckage debris path was oriented on a 250° to 255° magnetic heading and spanned about 150 ft from the initial impact point to the main wreckage. The initial impact point coincided with several trees along a down sloping ravine about 300 ft from the runway threshold. The wreckage was heavily fragmented and thermally damaged by a postimpact fire.
All primary flight control surfaces and major portions were located at the accident site. The right main landing gear was found about 315 ft forward of the fuselage and about 10 ft to the right of the runway edge. Flight control continuity could not be established from cockpit to controls due to extensive impact damage, but continuity was observed at partially intact control surfaces. The airplane configuration at impact was assessed as landing gear down and flaps set to 40°. The left wing outboard spoiler was retracted. The right wing spoilers were not identifiable due to damage. Cockpit impact and thermal damage prevented data collection of instrument readings or switch positions.
Both engines had heavy impact and thermal damage. The left engine was separated into two pieces; the right engine remained mostly intact. Both spinners exhibited rotational scoring. Fan blades had leading edge tearing, gouging, and battering, with several bent opposite the direction of rotation.
Weather Conditions
METARs at the airport: at 1435, wind 270° at 21 knots gusting 31 knots, visibility 10 statute miles, no ceiling reported. At 1455 (after accident), wind 280° at 19 knots gusting 38 knots, visibility 10 statute miles, scattered clouds 2,000 ft agl, broken clouds 2,400 ft agl, overcast ceiling 4,500 ft agl.
Crew and Aircraft Information
The pilot in command held an airline transport pilot certificate and a PIC type rating for the accident airplane issued January 28, 2024. He held a first-class medical certificate issued December 19, 2023, reporting 13,655 total flight hours. According to an operator's electronic logbook, he had logged 65 hours in the accident airplane make and model (55 PIC hours). He was also Chief Pilot for the operator.
The second in command held a commercial pilot certificate with airplane single-engine, multi-engine land, and instrument ratings. He received a first-class medical certificate April 4, 2023, and an SIC type rating for the accident airplane on November 20, 2023. He had logged 1,068 total flight hours, with 136 hours in the accident airplane make and model as SIC.
The cockpit voice recorder was recovered and sent to the NTSB Vehicle Recorder's Laboratory in Washington, DC. The wreckage was retained for further examination.