Hawker Siddeley FB-60 accident near Lakeland, Florida, April 16, 1996
On April 16, 1996 at about 6:56 pm local time, a Hawker Siddeley FB-60, registered N222CH, was substantially damaged in an accident near Lakeland, Florida (Lakeland Linder Regional airport). It was a flight of an unrecorded kind under general aviation rules (Part 91). 1 person was killed. The weather was visual conditions (good weather).
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The NTSB's probable cause their words, unchanged
The pilot's improper use of brakes and ailerons, during the landing rollout with a right crosswind, which resulted in a loss of directional control and subsequent nose over. Factors relating to the accident were: the crosswind and the pilot's lack of experience in the Hawker FB-60 airplane.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 16, 1996 · about 6:56 pm local time
- Place
- Lakeland, Florida · Lakeland Linder Regional · map
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Hawker Siddeley FB-60
- Registration
- N222CH · registry record · serial 37514
- Damage
- Substantial damage
- Flight
- Flight of an unrecorded kind · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
Witnesses observed that the tailwheel equipped airplane landed on the runway with a right crosswind. It touched down on the main gear and decelerated to a three-point attitude. The airplane was observed to veer to the right, and the tail section became 'airborne' (raised off the surface). The airplane then went off the right side of the runway, nosed over and came to rest inverted. Examination of the runway revealed intermittent left main landing gear braking, starting abeam the 5,000' runway marker, and subsequent continuous left and right braking until the airplane went off the runway. Review of a video tape (shown on a television station) revealed the left aileron and both elevator surfaces were up during the landing rollout and during the accident sequence. During a functional test of the brake system, the hydraulic system pressurized normally. There was no visible brake caliper leakage and no abnormal wear on the brake disk or linings.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record from the NTSB's investigation tables, in plain English
Pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; multi-engine sea; single-engine land; single-engine sea; instructor: airplane multi-engine; instructor: airplane single-engine; instrument: airplane; rotorcraft: glider
- Flight time: 14,400 hours in all; 41 in this make and model
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: frt
The aircraft
- Airframe total time: 790 hours
- Last inspection: annual inspection, September 7, 1995; 40 hours since
- Maximum gross weight: 12,268 lb
- Seats: 2
- Landing gear: retractable
- Engine: Wright R-3350-26WD (piston); 0 hours total
The flight
- Departed from: LAL at 6:10 pm
- Flight plan: none
- Runway 27, 8,500 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 360° at 6 knots
- Visibility: 20 statute miles
- Sky: clear
- Temperature: 73°F (23°C), dew point 48°F (9°C)
- Altimeter: 30.00 inHg
- Observation at 6:58 pm from LAL
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 |
About this page
Everything above comes from the NTSB's public accident database: the narrative, probable cause and findings are the NTSB's own words, and the coded tables behind its report (pilot, aircraft, flight, weather, injuries, sequence of events) are written out in plain English. Pilots' ages, home towns and medical details are left out on purpose. The docket at the NTSB holds the report as a PDF and the investigation's photographs and documents. This site never names pilots, passengers or anyone else involved. A preliminary report describes what is known soon after the event and can change; the final report, with the probable cause, usually follows one to two years later and this page is refreshed when it does. Case number MIA96FA118.