Flight Background
The Cessna Citation G-JETB had arrived at Oxford the previous evening and was scheduled to ferry to Southampton early in the morning to pick up eight passengers for a flight to Eindhoven. The co-pilot had arranged with airport authorities at both Oxford and Southampton for the aircraft to operate outside normal hours, with the understanding that no fire cover would be provided.
Initial Communications
After taking off from Oxford at 05:19, the crew contacted Brize Norton ATC for a Flight Information Service, maintaining VMC at 2,400 ft QNH. At 05:25, approximately 30 nautical miles from Southampton, they contacted Southampton ATC on a secondary radio. The controller, unaware of the early arrival arrangement, advised that the airport did not open until 06:00. After checking, the controller confirmed the arrangement and asked the crew to confirm no fire cover was required, which they did. The controller then reported runway 02 in use with wind 020° at 14 knots and a thunderstorm directly over the airport.
Weather Conditions
The crew received the 05:20 weather observation: surface wind 040° at 12 knots, thunderstorms, 2 oktas stratus at 800 ft, 3 oktas cumulonimbus at 1,800 ft, temperature 12°C, QNH 1007 mb, and a very wet runway. Shortly after, visibility deteriorated to 2,000 meters in heavy thunderstorms. The controller cleared the crew to the Southampton VOR at 3,000 ft QNH, and the crew transitioned to IFR. The controller noted no controlled airspace and no radar assistance available.
Approach and Landing
The controller offered the crew the option to establish on the ILS for runway 20 for a visual break-off to land on runway 02, entirely at their discretion. The commander accepted and began descending on the ILS for runway 20. At 05:33, the crew reported visual with the runway; the controller cleared them for a visual approach to runway 02. However, the commander decided to land on runway 20, observing dark weather at the other end of the runway and computing a tailwind component of about 10 knots. The co-pilot informed the controller, who warned of a 15-knot tailwind on a very wet runway. The crew acknowledged.
The approach was flown at VREF+10 knots (initial VREF 110 knots). Touchdown occurred near the Precision Approach Path Indicators (PAPIs), located 267 meters along the runway. The commander applied heavy brake pressure and selected speedbrake, but no deceleration was felt; observers reported heavy spray.
Runway Excursion
As the aircraft continued down the runway, the co-pilot called for a go-around, but the commander declined, believing it more dangerous. He maintained brake pressure and steered to the right edge, then back left. The nose turned left, and the aircraft slid diagonally off the right side onto grass. It continued across grass for about 233 meters while yawing left, then slid down an embankment forming the side of the M27 motorway. The aircraft rotated approximately 150 degrees, coming to rest with its tail on the central barrier. During this, it collided with two cars on the eastbound carriageway; the aircraft and one car caught fire.
Post-Accident Response
Before the aircraft's arrival, the airport Rescue and Fire Fighting Service (RFFS) duty officer had discussed the situation with ATC and offered two fire vehicles as weather standby, positioning west of the runway. When the controller judged the aircraft would not stop, he activated the crash alarm. The fire section obtained clearance to enter the runway and followed the aircraft. The fire officer ordered one vehicle to the motorway and took another to the embankment, containing the fires. All occupants of the aircraft and cars escaped with minor injuries.