Jump to content

1996 Madrid Taxi Aéreo Learjet 25 crash

Edit links
Coordinates: 23°25′4.34″S 46°35′53.48″W / 23.4178722°S 46.5981889°W / -23.4178722; -46.5981889
From Wikipedia, the free encyclopedia
1996 Mamonas Assassinas Learjet 25D crash
A Learjet 25D similar to the accident aircraft
Accident
Date2 March 1996 (1996-03-02)
SummaryControlled flight into terrain due to multiple contributing factors
SiteBrazil, São Paulo, Serra da Cantareira
23°25′4.34″S 46°35′53.48″W / 23.4178722°S 46.5981889°W / -23.4178722; -46.5981889
Map
Aircraft
Aircraft typeLearjet 25D
OperatorMadri Táxi Aéreo Ltda
Call signLIMA SIERRA DELTA
RegistrationPT-LSD
Flight originBrasília International Airport, Brasília, Brazil
1st stopoverSão Paulo/Guarulhos International Airport, Guarulhos, Brazil
Last stopoverPiracicaba Airport, Piracicaba, Brazil
DestinationCampo dos Bugres Airport, Caxias do Sul, Brazil
Occupants9
Passengers7
Crew2
Fatalities9
Survivors0

The Mamonas Assassinas Learjet 25D crash occurred on March 2, 1996, originating from Brasília International Airport in Brasília, Federal District, with the destination of São Paulo/Guarulhos International Airport in Guarulhos, São Paulo. The aircraft collided with the Serra da Cantareira, resulting in the loss of all nine lives on board, including two crew members and seven passengers. Among the victims were all members of the comedic rock band Mamonas Assassinas, causing a tragedy that garnered significant national attention in Brazil. There were no survivors.[1]

The aircraft involved was a Learjet 25D owned by Madri Táxi Aéreo, a air taxi service based in Ribeirão Preto. The aircraft was compliant with all mandatory inspections and documentation, authorized to operate as intended.[1][2]

The accident was classified by the Aeronautical Accidents Investigation and Prevention Center (CENIPA) as a controlled flight into terrain. Contributing factors identified by CENIPA included crew fatigue from an extended work period without rest, the pilot's authoritarian demeanor contrasted with the copilot's passivity, miscommunication between the aircraft and ground control due to improper phraseology, the crew's unfamiliarity with the destination airport's aeronautical charts, and environmental factors such as the low population density of the Serra da Cantareira, which reduced visibility, particularly at night.[1]

The remote location of the crash site delayed rescue efforts, which were only fully executed the following morning. Upon arrival, all occupants were confirmed deceased. The tragedy sparked widespread public mourning, with approximately 100,000 people attending the funeral procession for the band members.[3]

Background

[edit]

Operator

[edit]

The operator was Madri Táxi Aéreo Ltda, an air taxi company. At the time of the incident, the company held an active and operational air registry. Based in Ribeirão Preto, it had been in operation for one year. The owner, Antônio Nunes Leme Galvão, was not indicted, as the investigation concluded that pilot Jorge Martins was qualified to operate the Learjet 25D, absolving the owner of responsibility.[4][2]

Aircraft

[edit]

The aircraft was a Learjet 25D, registered under the tail number PT-LSD, manufactured by Learjet in 1978. At the time of the flight, it had accumulated 6 123 flight hours, a typical amount for this aircraft type. All mandatory inspections were up to date, with the annual inspection conducted by Líder Táxi Aéreo and the most recent six-month inspection by Transamérica Táxi Aéreo, both authorized companies.[1] The aircraft had a capacity for eight passengers and required a minimum of two crew members, with a maximum human load of ten.[5]

Premonition

[edit]
External videos
video icon News segment showing video where Júlio discusses his premonition with his hairdresser

On the day of the accident, before takeoff, keyboardist Júlio Rasec, a band member, experienced a premonition through a dream. He shared this with his hairdresser hours before boarding, recorded on video by the hairdresser who regularly documented Júlio's visits. In a serious and concerned tone, Júlio scratched the back of his head and said:[6][7][8]

I don’t know, last night I dreamed of something... It felt like the plane was crashing. I don’t know. I don’t know what it means.

Flight

[edit]

The flight was operated by Madri Táxi Aéreo across multiple legs, covering various regions of Brazil. The passengers and crew remained consistent throughout all flights,[9] starting on March 1, 1996. The accident occurred the following day, March 2. During this 24-hour period, three flights were completed:[9][1]

Flight path map[9][1]
(The icon "" indicates an airport, and the icon "" indicates the crash site, while the lines represent specific flights)
Interactive Map Flight Description
Map
 1st The first flight occurred on March 1, 1996, from Campo dos Bugres Airport in Caxias do Sul (RS) to Piracicaba Airport in Piracicaba (SP). The flight proceeded without issues, and the crew rested overnight.
2nd The second flight occurred on March 2, 1996, at 07:10 from Piracicaba Airport in Piracicaba (SP) to São Paulo/Guarulhos International Airport in Guarulhos (SP). The flight proceeded without issues, and the crew planned the third flight upon arrival.
3rd The third flight occurred on March 2, 1996, at 15:00 from São Paulo/Guarulhos International Airport in Guarulhos (SP) to Brasília International Airport in Brasília (DF). The flight proceeded without issues, except for a brief, unspecified takeoff delay.
4th The fourth flight occurred on March 2, 1996, at 21:58 from Brasília International Airport in Brasília (DF) to São Paulo/Guarulhos International Airport in Guarulhos (SP). The flight never reached its destination, crashing into the Serra da Cantareira before landing.

Crew and passengers

[edit]

The flight maintained the same crew and passengers throughout all legs, transporting the following individuals:[1][10]

  • Jorge Luiz Germano Martins, aged 30, an experienced pilot with 2,500 flight hours, including 170 on Learjet aircraft;[11]
  • Alberto Yoshiumi Takeda, aged 24, a copilot certified for this aircraft type but with limited experience;[12]
  • Alecsander "Dinho" Alves Leite, aged 24, vocalist and songwriter for Mamonas Assassinas;[10]
  • Samuel "Samuel Reoli" Reis de Oliveira, aged 22, bassist for the band;[10]
  • Sérgio "Sérgio Reoli" Reis de Oliveira, aged 26, drummer for the band;[10]
  • Alberto "Bento" Hinoto [pt], aged 25, guitarist for the band;[10]
  • Júlio "Julio Rasec" César Barbosa [pt], aged 28, keyboardist for the band;[10]
  • Isaac "Shurelambers" Souto, aged 28, band secretary and assistant;[10]
  • Sérgio "Reco" Saturnino Porto, aged 29, band security guard.[10]

Accident

[edit]

Takeoff and cruise

[edit]

The flight departed from Brasília International Airport (BSB) on March 2, 1996, at 21:58 (BRT). On board were the two crew members, seven passengers, full fuel, and some band luggage, which did not significantly affect the aircraft’s aerodynamics.[1][13]

Most of the flight proceeded smoothly, with reasonably favorable weather conditions until the approach to Guarulhos. At that point, the ceiling was 1,800 feet (548.64 meters), with a visibility of ten kilometers, complicating the runway approach. The Serra da Cantareira’s low population density and minimal lighting further hindered a nighttime approach.[1]

Approach and go-around

[edit]
General layout of Guarulhos Airport

The complex approach to Guarulhos was guided entirely by the ground control team at São Paulo/Guarulhos International Airport (GRU). The "Charlie 2" procedure, an instrument landing, was implemented when visual landing was deemed unsafe. Instrument landings are standard in such conditions. Both the Guarulhos tower operator and pilot Jorge Luiz were certified by the Civil Aviation Authority for this operation.[1]

During the approach, pilot Jorge Luiz requested permission to maintain speed, which was granted. This unusual request suggested haste, possibly due to fatigue. However, maintaining high speed destabilized the landing process.[1]

Recognizing the landing difficulties and high speed, Jorge Luiz opted for a go-around. Go-arounds are standard, often executed to the left to avoid collisions. At Guarulhos, however, the approach chart mandated a right turn toward Bonsucesso to avoid mountainous terrain, which the pilot did not follow, turning left instead.[14][1]

Impact

[edit]

During the go-around, a miscommunication occurred between the pilot and Guarulhos tower. The pilot requested a left turn, which was approved, with the tower assuming a 270-degree left turn toward the south sector (right side of the runway). Instead, the aircraft continued north (left side). Due to high speed, its turn radius was larger than expected, bringing it back toward the Serra da Cantareira.[1]

The regional flight control at São Paulo–Congonhas Airport (CGH) noticed via radar that the aircraft failed to land. Concerned about potential collisions with two approaching commercial planes, they transferred control from Guarulhos to Congonhas. This was promptly executed.[1]

At this point, the Congonhas controller requested flight status updates. Pilot Jorge Luiz responded that he was ready for a visual re-approach. Preparing to return, he was instructed to proceed and wait for the other planes to land. The controller mistakenly believed the Learjet had turned right toward Bonsucesso, not toward the Serra da Cantareira.[1]

At a significantly low altitude and heading toward the Serra da Cantareira, the aircraft collided with a hill at 23:16, at 3,300 feet (1,006 meters). Shortly after the Learjet disappeared from radar, the Congonhas controller sought updates but received no response, as the aircraft had just crashed.[15][1]

Rescue

[edit]

After the Congonhas controller sensed an issue, they requested Varig 854 to contact the Learjet PT-LSD, hoping the communication error was between Congonhas and the aircraft. When Varig 854 received no response, the controller alerted local authorities to the emergency.[16]

The Varig 854 pilot reported observing a dense, dark smoke cloud in the Serra da Cantareira during their approach, heightening concerns. Hours after the crash, firefighters reached the difficult-to-access site, confirming all occupants were deceased.[1]

Investigation

[edit]

The investigation was conducted by the National Civil Aviation Agency of Brazil and the Aeronautical Accidents Investigation and Prevention Center. It considered the flight plan, recorded communications between controllers and the pilot, and maintenance reports provided by the operator. After months, CENIPA issued a conclusive report on May 28, 1996, determining the crash resulted from a controlled flight into terrain due to multiple factors.[1][17]

Initial investigations reviewed the pilots’ aviation history. The pilot, though experienced, had a prior incident in 1991 due to inattention. Flying a King Air to Rondonópolis, he forgot to lower the landing gear, resulting in a ground collision. No fatalities occurred, but the aircraft was damaged.[18][19] The copilot’s limited experience led to a passive demeanor, offering little assistance.[18] The pilot’s widow defended him, stating the crash was primarily due to priority given to Boeings and that her husband was “a very sensible and meticulous person.”[20]

Madri Táxi Aéreo was also investigated. The aircraft’s documentation and pilot qualifications were in order, though the copilot lacked experience. The aircraft’s insurance had lapsed eight months prior due to non-payment, suggesting financial issues.[19] Inspections were current, though media noted the annual inspection frequency was minimal.[18] The company lacked a dedicated flight safety team and did not participate in relevant organizations or unions, which was recommended but not mandatory.[21]

Contributing factors

[edit]

CENIPA identified factors in four categories: physiological, psychological, operational, and external.[1][20][22] Physiological factors included crew exhaustion from a 36-hour work period without adequate rest, leading to haste and inattention.[1]

Psychological factors noted the pilot’s persistent temperament and overconfidence, exacerbated by fatigue, and the copilot’s reticence, likely worsened by the pilot’s demeanor.[1]

Operational factors included five key issues: inadequate crew training leading to errors in critical moments; the copilot’s inexperience and poor phraseology; lack of a dedicated flight safety team; improper aircraft configuration for approach and landing; and planning failures during descent and post-go-around visual flight.[1][20]

While in the traffic pattern, PT-LSD descended from 4,400 to 3,100 feet. The ALTITUDE ALERT was set to 4,000 feet, indicating the crew believed it was functional. Their failure to respond to the alert could indicate equipment failure or, more likely, inattention.[1]

Environmental factors included the Serra da Cantareira’s low visibility due to sparse population and minimal lighting on a dark, cloudy night. An external factor was the possible presence of a passenger in the cockpit, potentially distracting the crew during critical moments.[1]

Release of recorded dialogue

[edit]

In 2014, the final flight communications were publicly released via a television program. The audio revealed communication deficiencies, with the controller failing to clearly convey information. Five minutes after initial contact, 40 kilometers from the runway, the Guarulhos controller asked the copilot for their position, receiving a response of 180 degrees when it was 170 degrees.[23]

Attempting to correct the route with the copilot’s erroneous data, the controller ordered a 10-degree increase. When asked about wind speed, the copilot reported 400 km/h, inconsistent with investigation findings, possibly due to equipment failure. The copilot then reported the potential error, stating uncertainty about the aircraft’s and wind’s speed.[1][23]

After the miscommunication, another controller took over. Upon hearing the crew’s intent to turn left, the controller did not correct the instruction but ordered a right turn to follow the traffic pattern, contributing to the accident due to unreliable flight data.[24][11]

Aftermath

[edit]

Media coverage and public mourning

[edit]

Following confirmation of the crash, Brazilian newspapers widely reported the event. Search and recovery efforts were photographed and televised, including body removal, which some media outlets inappropriately publicized, compromising privacy.[25][26]

Several television stations adjusted their schedules to focus on the crash, paying tribute to the artists and covering the wake and funeral procession. Some media speculated on causes before CENIPA’s official report, intensifying coverage.[3]

The tragedy resonated internationally, eliciting grief and solidarity. Portuguese newspapers mourned the band, which was scheduled to tour Portugal soon after.[27][28]

In mourning, some schools in Guarulhos and nearby areas suspended classes due to widespread grief and student absences for tributes. The band’s wake occurred on March 4, 1996, at the Paschoal Thomeu Municipal Gymnasium in Guarulhos, with around 30,000 people waiting before the bodies arrived. Approximately 65,000 attended the wake.[25][29]

The funeral procession drew over 100,000 attendees. At the Parque das Primaveras Cemetery, about 500 friends and family attended the burial. The family requested a private ceremony, and the Military Police prevented fan intrusions, causing minor crowd disturbances. Approximately 31 people fainted during the chaotic scene.[25][18]

Aviation consequences

[edit]

Based on the incident, CENIPA issued recommendations to involved parties and similar air taxi companies to prevent future accidents due to similar factors.[1]

Air taxi and civil aviation companies were advised to: plan flights considering crew physical limitations and proper work hygiene; implement practical training programs to ensure high operational and safety standards; develop accident prevention programs; employ CENIPA-accredited flight safety agents; adhere to aeronautical regulations for safety and operational efficiency; and ensure mandatory passenger briefings on emergency procedures and risks of interfering with crew operations.[1]

The São Paulo Regional Civil Aviation Service was recommended to conduct safety inspections at Madri Táxi Aéreo and extend this to similar companies.[1] The Directorate of Electronics and Flight Protection was advised to revise standard phraseology, creating a bilingual (Portuguese and English) manual for clearer air traffic communication.[1]

The Civil Aviation Department received five recommendations: enforce mandatory crew rest periods; expand technical flight safety training with CENIPA; extend cockpit voice and flight data recorder requirements to aircraft carrying six or more passengers; mandate earlier installation of cockpit voice recorders and ground proximity warning systems for such aircraft; and include crew resource management training.[1]

See also

[edit]

References

[edit]
  1. ^ a b c d e f g h i j k l m n o p q r s t u v w x y z aa ab ac ad "Relatório de Voo Learjet 25D PT-LSD" [Flight Report Learjet 25D PT-LSD] (PDF). Aeronautical Accidents Investigation and Prevention Center. March 2, 1996. Archived (PDF) from the original on January 2, 2022. Retrieved October 16, 2025.
  2. ^ a b "Técnico investiga empresa dona de avião" [Technician investigates aircraft-owning company]. www1.folha.uol.com.br. Folha de S.Paulo. March 6, 1996. Retrieved October 16, 2025.
  3. ^ a b "Mamonas Assassinas: o acidente que matou o grupo em 1996 nas páginas do Estadão" [Mamonas Assassinas: The 1996 accident that killed the group in the pages of Estadão]. Estadão (in Brazilian Portuguese). Retrieved October 16, 2025.
  4. ^ "Morte de integrantes dos Mamonas completa um ano" [Death of Mamonas members marks one year]. www1.folha.uol.com.br. UOL. March 1, 1997. Retrieved October 16, 2025.
  5. ^ "Learjet 25D Specifications, Cabin Dimensions, Performance". GlobalAir.com. Retrieved October 16, 2025.
  6. ^ ZORZI, ANDRÉ CARLOS (March 2, 2021). "Mamonas Assassinas previram a própria morte em acidente de avião?" [Did Mamonas Assassinas predict their own death in a plane crash?] (in Brazilian Portuguese). UOL. Retrieved October 16, 2025.
  7. ^ Globo Repórter (1996). Preocupação no ar [Concern in the air] (in Brazilian Portuguese). Globoplay. Retrieved October 16, 2025.
  8. ^ "Mamonas Assassinas: antes de morrer, Dinho brincou com pane de avião em vídeo: 'Uma aventura'" [Mamonas Assassinas: Before dying, Dinho joked about a plane failure in a video: 'An adventure']. Rolling Stone (in Brazilian Portuguese). March 2, 2022. Retrieved October 16, 2025.
  9. ^ a b c ROCHEMBACK, LEANDRO (2021). "EXCESSO DE JORNADA DE TRABALHO E SUAS CONSEQUÊNCIAS NA AVIAÇÃO EXECUTIVA NO BRASIL" [EXCESSIVE WORKING HOURS AND THEIR CONSEQUENCES IN EXECUTIVE AVIATION IN BRAZIL] (PDF). Universidade do Sul de Santa Catarina. Archived from the original (PDF) on September 8, 2023. Retrieved October 16, 2025.
  10. ^ a b c d e f g h "Tragédia aérea é a mais letal desde 2007: os acidentes que abalaram o Brasil" [Air tragedy is the deadliest since 2007: the accidents that shook Brazil]. BBC (in Portuguese). 2024-08-09. Retrieved 2025-10-16.
  11. ^ a b "Torre aceitou rota do avião do Mamonas" [Tower accepted Mamonas plane route]. Folha de S.Paulo. March 7, 1996. Retrieved October 16, 2025.
  12. ^ Agostinho, Victor (1996-03-04). "Piloto errou 4 vezes, diz comissão" [Pilot made four mistakes, says commission]. Folha de S.Paulo (in Portuguese). Retrieved 2025-10-16.
  13. ^ "Há 25 anos, o Brasil perdia os Mamonas" [25 years ago, Brazil lost the Mamonas]. Estado de Minas (in Brazilian Portuguese). November 6, 2021. Retrieved October 16, 2025.
  14. ^ "Guarulhos - Governador André Franco Montoro (SBGR)" [Guarulhos - Governor André Franco Montoro (SBGR)]. AISWEB. Department of Airspace Control of Brazil. Retrieved October 16, 2025.
  15. ^ "Morte dos Mamonas Assassinas" [Death of Mamonas Assassinas]. Memória Globo. Globo. October 11, 2015. Retrieved October 16, 2025.
  16. ^ "Os Segredos da Voz: gravação traz detalhes do acidente com os Mamonas Assassinas" [The Secrets of the Voice: recording reveals details of the Mamonas Assassinas crash]. R7.com (in Brazilian Portuguese). Portal R7. February 14, 2014. Retrieved October 16, 2025.
  17. ^ "Polícia responsabiliza 5 no caso Mamonas" [Police hold five responsible in Mamonas case]. www1.folha.uol.com.br. Folha de S.Paulo. October 19, 1996. Retrieved October 16, 2025.
  18. ^ a b c d "Jornal do Comércio - Edição 00126" [Jornal do Comércio - Edition 00126]. HEMEROTECA DIGITAL BRASILEIRA (Digitized newspaper). Jornal do Comércio. March 5, 1996. p. 01. Retrieved October 16, 2025.
  19. ^ a b "Jornal do Brasil - Edição 334B" [Jornal do Brasil - Edition 334B]. HEMEROTECA DIGITAL BRASILEIRA (Digitized newspaper). Jornal do Brasil. March 7, 1996. p. 5. Retrieved October 16, 2025.
  20. ^ a b c "Jornal do Brasil - Edição 332A" [Jornal do Brasil - Edition 332A]. HEMEROTECA DIGITAL BRASILEIRA (Digitized newspaper). Jornal do Brasil. March 5, 1996. p. 9. Retrieved October 16, 2025.
  21. ^ "O Pioneiro - Edição 6316" [O Pioneiro - Edition 6316]. HEMEROTECA DIGITAL BRASILEIRA (Digitized newspaper). O Pioneiro. March 6, 1996. p. 1. Retrieved October 16, 2025.
  22. ^ "A Tribuna - Edição 65A" [A Tribuna - Edition 65A]. HEMEROTECA DIGITAL BRASILEIRA (Digitized newspaper). A Tribuna. May 29, 1996. p. 6. Retrieved October 16, 2025.
  23. ^ a b "Mamonas Assassinas: áudio gravado pode inocentar piloto do jato da banda" [Mamonas Assassinas: recorded audio may exonerate the band’s jet pilot]. UOL. December 29, 2014. Archived from the original on 2025-01-26. Retrieved October 16, 2025.
  24. ^ "Relatório reprova diálogo com torre" [Report criticizes tower dialogue]. Folha de S.Paulo. May 21, 1996. Retrieved October 16, 2025.
  25. ^ a b c "A tragédia que matou os Mamonas Assassinas e gerou comoção no país, há 25 anos" [The tragedy that killed Mamonas Assassinas and caused national mourning 25 years ago]. Blog do Acervo (in Brazilian Portuguese). O Globo. Retrieved October 16, 2025.
  26. ^ "Mamonas Assassinas em 15 imagens" [Mamonas Assassinas in 15 images]. Acervo Globo (in Brazilian Portuguese). Jornal O Globo. Retrieved October 16, 2025.
  27. ^ "Os Mamonas Assassinas deixaram de cantar e divertir há 25 anos" [Mamonas Assassinas stopped singing and entertaining 25 years ago]. www.dn.pt (in European Portuguese). Retrieved October 16, 2025.
  28. ^ "Há 25 anos, Portugal contava as horas para a chegada dos Mamonas Assassinas" [25 years ago, Portugal was counting the hours for Mamonas Assassinas’ arrival]. NiT (in European Portuguese). Retrieved October 16, 2025.
  29. ^ "Acidente que matou os Mamonas Assassinas completa 19 anos" [Accident that killed Mamonas Assassinas marks 19 years]. Terra (in Brazilian Portuguese). March 3, 2015. Retrieved October 16, 2025.
[edit]
Retrieved from "https://en.wikipedia.org/w/index.php?title=1996_Madrid_Taxi_Aéreo_Learjet_25_crash&oldid=1320050186"