Israel Aircraft Industries 1124A accident near Gillette, Wyoming, March 4, 1995
On March 4, 1995 at about 1:04 am local time, a Israel Aircraft Industries 1124A, registered N311BR, was substantially damaged in an accident near Gillette, Wyoming (Gillette-Campbell County airport). It was an executive or corporate flight under general aviation rules (Part 91). 1 person had minor injuries; 9 others were unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
THE PILOT IN COMMAND'S FAILURE TO RETRACT THE SPOILERS AND THE CONSEQUENT HIGH SINK RATE ON AN UNSTABILIZED FINAL APPROACH. FACTORS CONTRIBUTING TO THE ACCIDENT WERE: ICING CONDITIONS, BOTH PILOTS DIVERTED ATTENTION, INADEQUATE FLIGHT CREW COORDINATION, AND INADEQUATE (COCKPIT RESOURCE MANAGEMENT) TRAINING.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 4, 1995 · about 1:04 am local time
- Place
- Gillette, Wyoming · Gillette-Campbell County · map
- Type
- Accident
- Injuries
- 1 person had minor injuries; 9 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Israel Aircraft Industries 1124A · all 1124As on the register
- Registration
- N311BR · no longer on the register · serial 344
- Damage
- Substantial damage
- Flight
- Executive or corporate flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE CAPTAIN REPORTED ENTERING HOLDING AT DERYK AT 1758:50, ABEAM AT 1800:17, AND STARTING HIS TURN BACK IN TO THE FAF AT 1801:21. AT 1803:12 HE REPORTED ON THE GLIDE SLOPE AND CALLED FOR THE GEAR DOWN BUT WAS ADVISED BY THE FIRST OFFICER (FO) HE WAS TOO FAST. HE THEN EXTENDED THE SPOILERS. THE GEAR WAS EXTENDED AT 1803:56 AND THE AIRCRAFT TOUCHED DOWN AT 1804:41. THE AIRCRAFT PICKED UP ICE DURING THE DARK NIGHT APPROACH AND THE RUNWAY WAS SNOW COVERED WITH FAIR TO POOR BRAKING REPORTED. THE SPOILERS WERE FOUND EXTENDED SUBSEQUENT TO THE LANDING. THE AIRCRAFT TOUCHED DOWN SHORT OF THE RUNWAY AND THE LEFT MAIN LANDING GEAR SEPARATED SHORTLY THEREAFTER. THE FO CONDUCTED THE PRE-LANDING CHECKLIST SILENTLY AND NEITHER PILOT SAW THE SPOILER EXTENDED ANNUNCIATOR LIGHT. THE COMPANY OVERSEEING BOTH PILOTS PROVIDED NO COCKPIT RESOURCE MANAGEMENT TRAINING.
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: airline transport pilot, commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 4,650 hours in all; 218 in this make and model; 108 in the last 90 days; 28 in the last 30 days; 2,600 as pilot in command; 172 on instruments
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,931 hours
- Last inspection: continuous airworthiness programme; 127 hours since
- Maximum gross weight: 23,650 lb
- Seats: 10
- Landing gear: retractable
- Engine: Garrett TFE-731-3-1G (turbofan); 0 hours total
The flight
- Departed from: HDN Hayden CO
- Destination: GCC
- Flight plan: IFR
- Runway 34, 7,500 ft by 150 ft
- A second pilot was aboard
Weather at the time
- Light: night, dark
- Wind: from 040° at 6 knots
- Visibility: 3 statute miles
- Sky: overcast at 900 ft; not recorded
- Temperature: 27°F (-3°C), dew point 23°F (-5°C)
- Altimeter: 30.00 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | 1 | ||
| Passengers | 8 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.