The 1996 Madrid Taxi Aéreo Learjet 25 crash occurred on 2 March 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.
The aircraft involved was a Learjet 25D owned by Madrid 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.
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.
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.
Background
Operator The operator was Madrid 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 Luiz Martins was qualified to operate the Learjet 25D, absolving the owner of responsibility.
Aircraft 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. The aircraft had a capacity for eight passengers and required a minimum of two crew members, with a maximum human load of ten.
Premonition
On the day of the accident, before takeoff, Mamonas Assassinas keyboardist Júlio Rasec, 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 unusually serious and concerned tone, Júlio scratched the back of his head and commented:
Flight
The flight was operated by Madrid Táxi Aéreo across multiple legs, covering various regions of Brazil. The passengers and crew remained consistent throughout all flights, starting on 1 March 1996. The accident occurred the following day, 2 March. During this 24-hour period, three flights were completed: +Flight path map Interactive MapFlightDescription{ "type": "FeatureCollection", "features": [
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] }The first flight occurred on 1 March 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.The second flight occurred on 2 March, at 07:10 BRT (10:10 UTC) from Piracicaba Airport in Piracicaba to São Paulo/Guarulhos International Airport in Guarulhos. The flight proceeded without issues, and the crew planned the third flight upon arrival.The third flight occurred later in the afternoon at 15:00 BRT (18:00 UTC) from São Paulo/Guarulhos International Airport to Brasília International Airport in Brasília (DF). The flight proceeded without issues, except for a brief, unspecified takeoff delay.The fourth flight occurred later that night at 21:58 BRT (00:58 UTC) on a return flight from Brasília International Airport to São Paulo/Guarulhos International Airport in Guarulhos. The flight never reached its destination, crashing into the Serra da Cantareira before landing.
Crew and passengers
The flight maintained the same crew and passengers throughout all legs, transporting the following individuals:
Jorge Luiz Germano Martins, aged 30, an experienced pilot with 2,500 flight hours, including 170 on Learjet aircraft; Alberto Yoshiumi Takeda, aged 24, a copilot certified for this aircraft type but with limited experience; Alecsander "Dinho" Alves Leite, aged 24, vocalist and songwriter for Mamonas Assassinas; , aged 25, guitarist for the band; , aged 28, keyboardist for the band; , aged 22, bassist for the band; , aged 26, drummer for the band; Isaac "Shurelambers" Ramos Souto, aged 28, band secretary and assistant, and the vocalist's cousin; Sérgio "Reco" Saturnino Porto, aged 29, band security guard.
Accident Takeoff and cruise The flight departed from Brasília International Airport (BSB) on 2 March 1996, at 21:58 BRT (00:58 UTC) after Mamonas Assassinas concluded their show at Estádio Nacional Mané Garrincha and were returning home to their hometown of Guarulhos to be with their families. They were scheduled to leave for Portugal the next day to start their first international tour. On board, there were two crew members and seven passengers including the aforementioned band themselves, with a full fuel, and some band luggage, which did not significantly affect the aircraft's aerodynamics.
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.
Approach and go-around
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 Martins were certified by the Civil Aviation Authority for this operation.
During the approach, Martins 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.
Recognizing the landing difficulties and high speed, Martins 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.
Impact During the go-around, a miscommunication occurred between Martins and Guarulhos tower. Copilot Takeda 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.
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.
At this point, the Congonhas controller requested flight status updates. Martins 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.
At a significantly low altitude and heading toward the Serra da Cantareira, the aircraft collided with a hill at 23:16 BRT (02:16 UTC), at 3,300 feet (1,006 meters), just 8⅓ miles northwest of Guarulhos International Airport. Shortly after the Learjet disappeared from radar, the Congonhas controller sought updates but received no response, as the aircraft had just crashed.
Rescue
After the Congonhas controller sensed an issue, they requested Varig Flight 854, which was departing to New York City, trying to contact the Learjet PT-LSD, hoping the communication error was between Congonhas and the aircraft. When Varig Flight 854 received no response, the controller alerted local authorities to the emergency.
The Varig 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 that the search and rescue operations did not begin until the following morning, which was 3 March. At the crash site, eight of the nine bodies were found by the Military Firefighters Corps after a 1½ mile hike and pulled out one by one from the wreckage, and hoisted to a Military Police helicopter, the ninth and final body identified as the band's vocalist, Dinho, confirming all occupants were deceased as a result of blunt trauma, and were later sent to Legal Medical Institute (, IML) for forensic analysis, where unexpected growing number of fans stood outside the IML office in São Paulo. It was the first fatal plane crash in Brazil since Varig Flight 254 in 1989 and as well as the first fatal crash in the state of São Paulo since Transbrasil Flight 801 also in that year.
Investigation