### EXHIBIT 

# I -i-1

# Bl13b

RUNWAY OVERSHOOT /RUNWAY SIDE EXCURSION U.S. REGISTERED BUSINESS JET ACCIDENTS

1997through 2006

for

NATIONAL BUSINESS AVIAnON ASSOCIA nON

May 2007

by

ROBERT E. BREILING ASSOCIATES, INC. 765 N.E. 35th Street, Suite B Boca Raton, FL 33431 (561) 338-6900

ROBERT E. BREllING ASSOCIATESIntroduction

U.S. registered business jet accidents involving runway overshoot or excursion offthe runway side were extracted from Robert E. Breiling Associates' accident database atthe request ofDouglas Carr, Vice President, National Business Aviation Association forthe ten-year period 1997-2006. Considering allbusiness jet accidents and incidents reported worldwide, over 50% occur inthe landing phase.

Findings
Over the ten-year period, 1997 through 2006, 192accidents were reported involving 

## u.s. registered business jet aircraft. 108 or56.3% ofthe accidents occurred during the landing phase offlight. 78·accidents or78.2% ofthe landing accidents involved runway overshoot orexcursion offthe nmway side. Ofthe 78 accidents, 52 or66.6% involved runway overshoot and 26 or33.3% involved veering offthe nmway side.



## '----------

# (

Findings (continued)
U.S. Business JetAccidents

- Runway Overshoot IExcursion
Number Accidents involving business jets, 1997-2006 Business jet landing accidents; 1997-2006 Business jet accidents involving runway overshoot/side excursion Business jet accidents involving runway overshoot Business jet accidents involving runway side excursion Other landing accident factors, landed short, hit object/animal, etc. 192 108 78 52 26 30 Landing accidents occurring on 5,000 ft. orlonger runways Landing accidents occurring on4,000 to 4,999 ft.runways Landing accidents occurring onless than 4,000 ft.runways 58 II 9 Weather condition during runway overshoot orexcursion- VMC Weather condition during runway overshoot or excursion-IMC Weather condition unreported 45 25 8 Runway wet/puddledisnow/icelslicJc/contaminated Unreported runway condition

- assumed dry Tailwind component reported 31 28 19 Percent

56.3 72.2 48.1 24.1 27.8 53.7 ]0.2 8.3 57.6 32.] 10.3 39.7 35.9 24.4Landing Runway Overshoot /Excursion Accident Causal Factors
Number

High fast approach-landed long, late abort, overshoot 2] Landing gear collapse, tire failed, brake malf/failure, mechanical malfunction 18 Runway overshoot due gusts/cross wind condition 5 Lost control went offrunway side 5 Hydroplaned 4 Lost control night, IMC, fog, went offrunway side 3 Veered/turned into runway arresting system 2 Contaminated runway condition reported as fair 2 Overshot runway due lack ofbraking action/puddles water 2 Runway overshoot, braking action reported poor to nil 2 Landed hard, veered offrunway due wake turbulence I Runway overshoot, reversers not armed I Entered fog on final, veered to side and hit snow berm I Landed left ofunlit runway I Fuel imbalance, aircraft veered offrunway side I Late abort, overshot contaminated runway I Lost control on contaminated runway, went offrunway side I Hit construction equipment onrunway, veered offrunway side I Due late correction wingtip hitrunway, aircraft veered off side I Overshot runway following animal strike ] Hard landing during training flight, veered offrunway side I Unstabilized approach, aircraft landed long, runway overshoot I Lost control, veered offrunway side due fatigue, ]7hour duty day I Veered offrunway side landing on snow covered runway I
Total 78Accident Report Summaries

The following accident reports involving runway overshoot orexcursions offthe runway side were extracted from Robert E. Breiling Associates' Business Turbine Aircraft Accident

. Database for the period 1997 through 2006. Where runway length andprobable cause was missing from the accident report, each was researched prior to summarizing the accident cause. These reports summarize only runway overshoot and runway excursion accidents and not other accidents which occurred inthe landing phase.DATE AIRCRAFT REGNO. OPERATOR

~ DATA SIN PURPOSE PHASE DAMAGE 06-01-05 CE-560 N 391QS Fractional Landing Substantial 0800 CST SIN 0493 Passenger INJURIES: Fatal Serious Minor/None Pass: 5 Crew: 2 Other:
LOCATION: AIRPORT: WEATHER: PILOT DATA:
SUMMARY:

SOURCE OPERATOR: Woodruff, WI

Lakeland Airport, Woodruff: WI, Rwy. 36, 5,150 x 100ft., asphalt VMC Two ATP rated pilots
OnJanuary 5,2006 at about 0800 CST, aCessna CE-560, N 391QS, piloted bytwo ATP rated pilots, sustained substantial damage when the right wing contacted Runway 36 during landing attheLakeland Airport. The airplane subsequently departed the runway andimpacted a snowbank. The non-scheduled domestic passenger flightwas operating under 14CFRPart 135. VMC conditions prevailed atthe time ofthe accident andthe flight was operating on anactivated JFRflightplanThe pilot, co-pilot and fivepassengers were not injured. The flight originated-from the Palwaukee Airport, Wheeling, IL at 0723_

NTSB FileNo_ CHl06LA058 NetJets 

# jr > t . 

### 1 

### i :1 DATE AIRCRAFT REGNO. OPERATOR

TIME DATA SIN PURPOSE PHASE DAMAGE 06-0]-24 CE-560 N 86CE CorplExec Landing Destroyed 0640 PST Ultra SIN0265 Passenger IN]URlES: Fatal Serious Minor/None Pass: 2 Crew: 2 Other: ~. -

WEATHER:

LOCATION: AIRPORT: Carlsbad, CA

Mcfllellan-Palomar Airport, Runway 24, 4,897 by 150ft., asphalt VMC, skyclear, wind 080115 PROT DATA: Two ATP rated pilots
SUMMARY: On January 24, 2006 atabout 0640 PST, aCessna CE-560, N86CE,

impacted the localizer antenna platform during anapparent aborted landing onRunway 24 atthe McClelJan-Palomar Airport, Carlsbad, CA The two ATP pilots andtheir two passengers received fatal injuries andthe aircraft was destroyed byimpact sequence andpostcrash fire The 14CFRPart 91 personal transportation flightdeparted Friedman Airport, Hailey, ID at 0600 MST, had canceled it's IFR flight plan andwas executing avisual approach inVMC atthe time ofthe accident According to numerous witnesses, the aircraft came across the runway threshold at aspeed significantly higher than they hadobserved with other aircraft ofthe same or similarmodel. 1treportedly touched down more than] ,500 ft down the 4,897 ft. runway whereupon the thrust reversers were deployed and then ultimately stowed. The aircraft then liftedoffthe surface near the departure end ofthe runway but it's landing gear impacted the localizer platform structure and it's leftwing tip collided with aplatform access ladder attached to the farleft side of the platform continuedSOURCE: OPERATOR: 06-01-24 N86CE (continued) CE-560
The aircraft then traveled approximately 400 ft. past that point whereupon itsettled to the terrain andthen impacted much ofthe external surface ofa 150ft. long commercial selfstorage building. Just after coming to rest atthewest endofthe storage building, the aircraft burst into flames andexcept forthe empennage andthe engines, was almost totally consumed bythe ensuing fire. The weather was reported asclear VFR

NTSB FileNo. SEA06MA047 Goship Air, LLC, Ketchum, UT 

# j

### .-

# . i DATE AIRCRAFT REGNO. OPERATOR

TIME DATA SIN PlJRPOSE PHASE DAMAGE 06-02-11 CE-S01 N 50lDR Private/Bus. Landing Substantial f-

- 2115 EST SIN 0141 Passenger

INJURIES: Fatal Serious MinorlNone Pass: I Crew: I Other:
LOCATION: FortPierce, FL AIRPORT: St. LucieInternational Airport, FortPierce WEATIIER: VMC PILOT DATA: Private rated pilot

, , a. s SUMMARY: OnFebruary 11,2006 at about 2115EST, aCessna 501, N 50]DR, operated by anindividual, had alossofdirectional control during landing atthe St. Lucie Airport. VMCprevailed andanIFR flight planwas filedfor the ]4 CFRPart 91 personal flightfrom Columbia Airport, Columbia, 

## sc. The airplanewas substantially damaged and the private rated pilot and one passengerwere not injured. The flight ~~"';~~.~A "h~ ••• 1O'ln Y;~T Vll5J-!J.Ul,",U UVVUl,. .•. /..J~ ~t.J .••• The pilot stated that after theflightproceeded to the destination, he executed anILS approach toRunway 09. Hereported initially flying the approach atan airspeed ofVrefplus ISto 20 knots and with full flapsextended, slowed to about 95knots andtouched down within 300 to 500 ft. from the approach endofthe runway. He reported that during alanding roll hecould notmaintaindirectional control ofthe airplanewhich was going sideto side.He attempted to correct the side to sidemotion with rudder control input. According to the FAA inspector incharge, who examined the runway andairplane, the airplane departed the right sideofthe runway and cameto rest on grass about 500ft. south ofthe runway edge. continued 

# lSOURCE: OPERATOR: continued

06-02-11 CE-SOI N 501DR (continued)
Rubber residue onthe runway associated with the nose andright mainlanding geartires revealed the airplane was yawing to the right. The rightmainlanding gear tirewas noted to be flat spotted andthe fork ofthenoselanding gear was noted to be fractured. Runway 09is6,492 ft. by 100ft., asphalt paved.

~~TSB FileNo. IvllA06LA052 Eagle Aviation LLC

### DATE TIME

i
.

SUMMARY:

06-02-01 1317 EST INJURIES: Pass: Crew: Other: 

### LOCATION:

AIRCRAFT 

### DATA OPERATOR PURPOSE REGNO. SIN PHASE 

### DAMAGE CE-500 N 814ER

SIN 0280 Private/Bus. Landing Substantial

Positioning Fatal Serious Minor/None
2
Greensboro, NC



# - AlRPORT: Piedmont Airport, Greensboro, NC WEATHER: VMC, Sky clear, vis 10 mi., wind 220106, temp 9C PILOT DATA: Commercial rated pilot



### SOURCE 

# l OPERATOROn February 1,2006 at 1317 EST, aCessna CE-500, N 814ER, operated by the commercial pilot, collided with the runway when the right main landing gear collapsed at the Piedmont Int'l. Airport. The business flight was operated under the provisions of 14 CFR Part 91 and on an instrument flight plan. VMC prevailed. The pilot and the co-pilot were not injured and the airplane was substantially damaged. The flight originated from Asheville, NC at 1223. A~~0!"d!...~g!0 the flight (TPW, their imt'nQe-cl destination Wi!S Asheboro however after takeoff they could not get the right gear to fully retract. They activated the gear bottle after trying the normal and emergency procedures but could not get the gear up. They elected to divert to Greensboro where there was a Citation repair center. The crew declared an emergency and proceeded to land and during the landing roll the right main gear collapsed and the airplane came to rest in the mud on the right side of the runway. Examination ofthe landing gear found the upper portion ofthe gear trunion fractured and pulled out ofthe forward wing spar.

NTSB File No. ATL06LA04 J Flight Services Inc. Tampa, FL

# ·

. '.



# l DATE

TIME AIRCRAFf

DATA REGNO. OPERATOR

SIN PURPOSE PHASE 

## DAMAGE N900LG Corp/Exec Landing Substantial SIN 1036 Passenger Serious 

### Minor/None

1 2 06-02-09 1245MST CL-600

INJURIES: Fatal Pass: Crew: Other: LQCATIQN: ;\spell, CQ AIRPORT: Aspen-Pitkin County Airport, Runway 15 WEATIIER: VMC, Skyclear, vis. 10mi.,wind calm,temp 6C P~OT DATA: PIC

-ATP, 11,800 total hrs., 350hrs. inmodel, age 52
SUMMARY OnFebruary 9,2006 at about 1245MST, aCanadair CL-600,

N 900LG, piloted by anATP pilot, was substantially damaged while landing atthe Aspen-Pitkin County Airport, Aspen, CO. VMC prevailed andthe business flightwas beingconducted under the provisions of 14CFRPart 9] on anIFRflightplan The pilot, co-pilot andpassenger were not injured The flighthad departed VanNuys, CA <it 1045. According to the pilot, hewas landing onRunway 15whenthe airplane encountered wake vortices fromtheBAe 146airlinerwhich had just departed Runway 33. At50ft. agl,the airplane roJledhard to the leftandthe stallwarning horn activated .Seconds before the stallwarning, the CVR recorded the comment, "plus five, sinking five". The ATP pilot added power and the airplanerolledhard to the right. The pilot was ableto stop the rollhowever the nose dropped andtheright main landing gear impacted the runway. Thepilot reduced thepower to idle and attempted to maintain runway centerline. Theright mainlanding gear struck, penetrated the rightwing, the leading edge ofthe right wing was crushed aftand the right aftwing sparwas bent andbuckled.
continued

/PROBABLE CAUSE:

SOURCE: OPERATOR: 06-02-09 CL-600 N 900LG (continued)

________________________ Coovr-iont ROBERT E. BREllING ASSOCIATES ~ The VCR recorded that thejet was cleared to land at2630 minutes into the recording andtheBAe 146was cle.aredfortakeoff at28:46. The Challenger stallwarning activated at 31:12and sound ofimpact was 31: 15.
TheNTSB determined that the probable cause ofthis accident as follows: The flight's encounter with wake turbulence formthe departing airplane resulting inthe pilot's inabilityto control the airplane andthe subsequent impact with the runway.

NfSB FileNo. DEN06LA038 Bramblebush LLC, Houston, TXDATE AIRCRAFT REGNO. OPERATOR TIME DATA S-IN PURPOSE PHASE DAMAGE 06-02-16 CE-525A N 701TF CorplExec Landing Substantial 1647 EST SIN 0112 Passenger IN}URJES: Fatal Serious Min0rlNone Pass: 4 Crew: 1 Other: LOCATION: Tampa, FL AIRPORT: Tampa International Airport WEATHER: VMC PILOT DATA: ATP rated pilot SUMMARY: On February 16, 2006 at about ]647 EST, a Cessna 525A, N 701TF,

experienced a loss of directional control and subsequent collapse of the nose landing gear during landing at the Tampa Airport, Tampa, FL VMC prevailed at the time and an IFR flight plan was filed for the 14 CFR Part 9] corporate/executive flight from Marco Island Airport, Marco Island, FL. The airplane was substantially damaged and the ATP rated pilot and four passengers were not injured The flight originated at ]600 EST. The pilot stated that the fiight was uneventful until landing. He landed on Runway 18L and after touchdown on all landing gears he placed the flap selector handle to the ground flap position and applied the brakes. The airplane swerved to the right which he corrected back to the runway centerline. He applied normal brakes again and the airplane again swerved to the right. On the third time he applied the emergency brake but the airplane departed the right side ofthe runway and the nose landing gear contacted the concrete pad of arunway marker sign causing separation of the nose landing gear. Examination ofthe airplane revealed hydraulic fluid covering the left main landing gear, the main and left auxiliary brake lines were fractured and the right main tire was shredded SOURCE: NTSB File No. MJA06LA057 OPERATOR: Zinc Acquisitions LLC

# /.

J 1 DATE AIRCRAFT REGNO. OPERATOR

TIME DATA SIN PURPOSE PHASE DAMAGE 06-03-03 DA-900EX N973M Corp/Exec Landing Minor 1415 EST Passenger INJURIES: Fatal Serious Minor/None Pass: 1 Crew: 2 Other: ~ 

### ; J 

# II : I 

# ;)

!

# .j

~> ~ LOCATION: Teterboro, NJ

AIRPORT: Teterboro Airport, NJ WEATHER: VMC, Sky clear, vis. 10mi., wind 330119 gusting to 26, temp OC PILOT DATA: SIC: ATP, 6,500 total hrs.,1,200 inDA-50/900EX (pilot flying)

PIC: ATP, 11,000 total hrs., 2,000 inDA-900EX (pilot not flying) SUMMARY: OnMarch 3, 2006 at about 1415EST, aDassault Falcon DA-900EX,

N 973M, sustained minor damage during alanding overrun atTeterboro Airport, Teterboro, NJ. The ATP rated flight crew and one passenger were not injured. VMC conditions prevailed and anlFR flightplan had been filedfor the flight that departed Palwaukee Airport, Wheeling, IL. operating under ]4 CFR Part 91. According to the flightcrew, the airplane proceeded uneventfully to Teterboro. Itwas initially cleared for anILS to Runway 06. However after awind check reported winds from 290 at 10,the crew requested and received clearance to land onRunway 24, a6,013 ft. long by ]00 ft. wide runway. Due to the wind conditions the flightcrew added 10 knots to their landing approach speed of 120knots. Shortly prior to touchdown, the tower reported the winds from 290115 gusting to 20 knots. Both pilots reported the airplane touched down onthe runway centerline dose to orwithin the touchdown landing zone. The thrust reversers were deployed andthe flight crew initiallyfelt the sensation ofbraking however as the airplane continued down the runway the braking action seemed less effective. continued 

# lSOURCE:

OPERATOR: 06-03-03 (continued) DA-900EX N973M
The airplane departed the end ofthe runway and came to rest inthe mud about 330 

### itfrom the endofthe runway. Tire marks consistent with the airplane's tires were observed to begin about 1,000 ft. prior to the endofthe runway. The airplane sustained damage to the landing gear assemblies and the right outboard slat. Examination ofthe airplane didnotreveal anypre-incident mechanical malfunctions nor didthe pilots report any. Post incident friction tests conducted onRunway 24 revealed friction levels which would not have required anotice to airmen. Several witnesses atthe airport reported that they observed the airplane touched down about halfway down the runway. The PIC for this flight was inthe right seat, the SIC was inthe left seat

.and operating the aircraft. Examination ofthe flight data recorder installed on the airplane revealed that the airplane's air speedjust prior to touchdown was 130knots and ground speedjust after touchdown was ]20 knots. The airplane's ground rollwas about 2,900 ft. from the mainlanding gear weight-onwheel switch activation until itcame to rest. Weather observation taken after the incident reported winds from 330 at 19knots gusting to 26 knots.

NTSB FileNo. NYC06lA075 Motorola Inc, Schaumburg, Il.,. 

# J

I DATE AlRCRAFf REGNO. OPERATOR

TIME DATA SIN PURPOSE PHASE DAMAGE 06-03-10 L-1329 N 116DD CorplExec
.Landing Minor 1645 local 731 SIN 5155 Passenger INJURIES: Fatal Serious MinorlNone Incident 

# I Pass: ?

Crew: 2 Other: 

# I LOCATION: Dallas, TX

AIRPORT: Love Field, Dallas WEA1JffiR: VMC, 6,500 ft. scattered, vis. 8mi., wind200llS gusting to 26 PILOT DATA: Unreported
SUMMARY: On March 10,2006 at 1645local time, aLockheed L-1329-731

Jetstar, was damaged landing atLove Field,Dallas, TX The two crew and anunknown number ofpassengers were not injured The aircraft was on aflightfrom Houston's Hobby Airport to Dallas Love Field when the incident occurred. :j 

# ,! 

# '1

. ! 

# 'l Reportedly, during the landing rollout the nose landing gear collapsed andthe aircraft veered on the runway side. Toe accident occurred at 1645 local time inV1'vlC butwith winds from200/15 gusting to 26 knots
.

SOURCE: Air Claims Ltd. OPERATOR: Charles LJoekel 

## I 

# lDATE

TIME 06-05-16 1815 CDT AIRCRAFf

DATA REGNO. OPERATOR

SIN PURPOSE PHASE DAMAGE N 545TG Corp/Exec Landing Substantial SIN 0545 Passenger Serious Minor/None

6 1 CE-525

INJURIES: Fatal Pass: Crew: Other:

i .' LOCATION:

AIRPORT: WEATIIER:
PILOT DATA:
SUMMARY: ~urphreesboro, ~

Murphreesboro Municipal Airport, Rwy. 18j36, 3,898 ft. long, wet lMC, 400 ft. scattered, 2,800 ft.broken, 4,1000. overcast, vis. 2.5 rni.,wind 100/05 ATP, 8,700 total hrs., 60hrs. inmodel, age 52
OnMay 16,2006 at 18]5CDT, aCessna CE-525, N 545TG, operating as a 14CFR Part 9] business flight, collapsed aleftmainlanding gear on landing roll atthe Murphreesboro Municipal Airport, TN. VMC prevailed an anIFR flightplanwas filedforthe flightwhich originated hom Newport News, VA at 1715EDT onthe sameday. The airplane was substantially damaged andthe ATP pilot and 6passengers reported no injunes. The pilot stated that upon arrival inthe Murphreesboro area hewas cleared byATC for avisual approach to Runway 18.The pilottuned up the ATIS andreceived winds at240 at 3knots andthe runway was wet. The pilot entered the traffic pattern, completed the before landing check list, lowered the landing gear and approach flaps onbase leg. He turned the airplane onfinal approach, lowered the flaps to fulldown and activated the anti-skid system. He landed the airplane onthe first third of the runway. He stated afront was approaching the airport andupon touchdown the wind had changed andheavy rains had started. The airplane started hydroplaning atmidfield andthere was insufficient runway remaining for the pilot to initiate ago-around The airplane went offthe runway sideways, collapsed the mainlanding gear andcame to acomplete stop. continuedPROBABLE CAUSE:

SOURCE: OPERATOR: 06-05-16 CE-525 (continued) N 545TG
The pilot completed the engine shutdown andhe andthe 6passengers exited the airplane. After exiting the airplane, the pilot stated he observed the leftflap had separated from the airframe andthere was structural damage to the leftwing. He further stated to the NTSB investigator incharge that he lost directional control ofthe airplane as itwas hydroplaning down the runway. He further stated there were no mechanical problems with the airplane before the accident.

- Runway 18/36 is 3,898 by 100ft. asphalt.

The NTSB determines the probable cause ofthis accident to be: The pilot's failure to maintain directional control while landing on a wet runway.

NTSB FileNo. ATL06CA080 Registered to Interstate Warehousing Inc. 

# jDATE AIRCRAFT REGNO. OPERATOR TIME DATA ~. PURPOSE PHASE DAMAGE 06-05-24 IAI-1124 N 475AT CommlAirTaxi Landing Substantial 0055 EDT SIN 270 EMS INJURIES: Fatal Serious MinorlNone Pass: 5 Crew: 2 Other:
LOCATION: AIRPORT: WEATIIER: PILOT DATA:
SUMMARY:



# l Georgetown, Bahama Islands Exuma International Airport VMC ATP rated
On May 24,2006 at about 0055 EDT, aIAI-l 124, N 475AT, ran off the runway side during an emergency landing at Exuma International Airport, Georgetown, Bahama Islands. VMC prevailed at the time and an IFR flight plan was filed for the J4 eFR Part J35 EMS flight from Luis Munoz Marin International Airport, San Juan, Puerto Rico to Norfolk, VA The airplane was substantially damaged and the ATP rated pilot and co-pilot sustained minor injuries. The three medical
were not injured. The flight originated from San Juan at 2315 local time. The pilot stated that while enroute "
...we received aleft generator off annunciator light and Ihad the first officer accomplish a generator off checklist from the Quick Reference Handbook.". The flight continued with the right generator functioning normally. The decision was made to divert to Charlotte County Airport, Punta Gorda, FL and the copilot notified ATC ofthe decision. The flight continued and about I bour and 40 minutes into tbe flight he noticed several annunciations and messages that both GPS receivers were not receiving input from the No.2 electrical bus. continuedSOURCE:

OPERATOR: 06-05-24 IAI-1124 N 475AT (continued)

The right generator was checked anditappeared to be functioning' normally butwhen he later checked thebattery gauge itwas reading 11to 14volts. He declared an emergency with ATC and advised the controller oftheir situation andrequested avector to the nearest airport. He was also aware that the GPS indicated that Santiago and Exuma were the closest airports andbecause ofhisknowledge ofthe Exuma Airport, requested to bevectored to that airport. The flightwas vectored to Exuma andwhilefullyconfigured for landingand flying at 1,500 ft., the airplane
...."becamedark,". No lights were on atthe airport andhe spotted what hethought was the runway. Aftertouchdown, he applied fullbrakes andthe thrust reversers but they didnot deploy. At some point during the landing rollthe right main landing gear tire blew and the airplane departed the right side ofthe runway which hewas unsuccessful incorrecting. After coming to rest, the pilot attempted to secure both engines but the left engine continued to operate. The airplane was evacuated andthey remained near the airplane until authorities arrived. The source ofthe electrical problem was not reported.

NTSB File No. 06WAl15 AirTrek, Inc.DATE AIRCRAFf REGNO. OPERATOR

TIME DATA ~ PURPOSE PHASE DAMAGE 

# :I 06-06-24 CE-560 N 486SB Pvt/Bus. Landing Destroyed 

# J 2226 PDT 

### SIN580 Passenger

; INJURIES: Fatal Serious 

### Minor/None 

## : J Pass: 2


## ~I Crew: 1 i : Other: r:

~ i; LOCATION:

AIRPORT: WEATHER: PILOT DATA:
SUMMARY: i - upland, CA Cable Airport, Upland, CA, Runway 24, 3,685 ft. x 75 ft., asphalt VMC, 20,000 ft. broken, 15,000 scattered, vis. 7 mi., wind, calm Commercial pilot
On June 24,2006 at2226 PDT, aCessna CE-560, N486SB, collided with terrain andobstacles during an aborted landing at Cable Airport, Upland, CA The airplane was being operated by acommercial pilot (the president ofAero Charter Services Inc.) under the provisions of 14CFR Part 91 with asinglepilotwaiver. The pilot andtwo passengers sustained serious injuries andthe airplane was destroyed. YMC prevailed and the pilot had canceled hislFR clearance at 2221 when visual cont~r.t urith Cable Airport was obtained The nircraft had departed Montgomery Field, SanDiego at 2220. According to the airport manager, the pilot ofN 486SB had rented ahangar atCable Airport for two years but had operated the airplane from the airport for less than a year. Apilot witness stated he saw the aircraft touch down about 1,000 to 1,300 ft. down Runway 24. He heard the engines spool up and then it was quiet. The landing approach was not consistent with landings that the witness hadpreviously seenthe pilot inN 486NB conduct. Normally when the pilotwould land the airplane he would touch down directly on the numbers atthe runway end. He also noted a 5to 7knot tailwind. continuedSOURCE:

OPERATOR: 06-06-24 N 486SB (continued) CE-560
The airplane came to rest approximately 200 yards from the end of Runway 24 andwas extensively burned. After colliding with trees and rough, uneven terrain the airplane came to rest upright. The nose of the airplane separated from the fuselage upon impact androlled forward ofthe wreckage remaining outside ofthe bum area. FAA records show that the pilot completed training and passed aflight check inApril 2006 that authorized himto operate the CE-S60 as a single pilot. The SP authorization expires April 2007.

NTSB FileNo. LAX06FA2J J Parviz Razavian, President, Aero Charter Services Inc. Claremont, CADATE AIRCRAFf REGNO. OPERATOR

TIME DATA SIN PURPOSE PHASE DAMAGE 06-07-10 CE-560 N50CV CommlAirTaxi Landing Substantial 1045 MDT SIN 0293 Positioning INJURIES: Fatal Serious MinorlNone

., Pass: 1 

## i Crew: I 

# I Other:

1 LOCATION: I I 

# I i 

# ~l AIRPORT:

WEATI-IER: Hamilton, MT

Ravalli County Airport, Hamilton, MT, Rwy i6/34, 4,200 x 75 ft., asphalt, elevation 3,642 ft., trees each end VMC PILOT DATA: ATP rated
SillvfMAR Y:

SOURCE: OPERATOR: On July 10, 2006 at about 1045 l'vIDT, a Cessna Citation CE-560,

N 50CV, encountered rough/soft terrain after it overran the end of the runway while landing at the Ravalli County Airport, Hamilton, MT The ATP pilot and his passenger were not injured however the aircraft was substantially damaged. The 14CFR Part 91 flight; which departed Visalia, CA at 08]5 PDT, was being operated in VNIC on an IFR flight plan. According to witnesses, after the landing flare, the aircraft remained airborne and floated to a point about 1,500 ft. down the 4,200 ft. runway before touching down. Soon after touching down the aircraft began to slow but it did not stop until after ithad departed the end ofthe runway crossing over a grassy area and a ditch and then entering a swamp. No aircraft anomalies were reported by the pilot NTSB File No. SEA06LA138 River City Flying ServiceDATE AIRCRAFT REGNO. OPERATOR

TIME DATA SIN PURPOSE PHASE DAMAGE 06-07-17 DA-900A N 699BG CorplExec Landing None SIN 82 Passenger INJURIES: Fatal Serious MinorlNone Pass: 3 This occurrence is Crew: 2 considered anIncident Other: as no damage reported
LOCATION: -Greenville, SC AIRPORT: Greenville Downtown Airport, Rwy. 01/19,5,393 ft.xlOOft. WEATIIER: VMC PILOT DATA: ATP rated
SUMMARY: On July] 7,2006, aDassault Faleon 900A, N 699BG, was undamaged

following arunway overshoot during landing atthe Greenville Downtown Airport, Greenville, SC. No injuries were reported bythe two crew and three passengers, The aircraft was operating under 14CPR Part 9] when the incident occurred. According to the pilot, he was making avisual approach to Runway 0] and during the approach hetold the investigators that the ami-skid system test required a second test to receive the correct indication. Upon touchdown the co-pilot deployed the spoilers and thrust reversers but when the wheel brakes were applied the airplane began to drift to the left ofthe runway centerline. The pilot saidthe brakes didnot appear to be as effective as usual however hewas able to maintain directional control. The airplane overran the runway and was stopped bythe Engineered Materials Arresting System installed there
SOURCE: FAA OPERATOR: Erg Aviation Il Inc.;,.- .' SUMMARY: On July 19,2006, at ]] 04 CDT, a Cessna CE- 560, N636SE was substantially damaged by impact with terrain during arunway overshoot while landing on Runway 33 (2,949 ft. x50 ft. concrete) at Ellen Church Field Airport, Cresco, IA. The airplane was located in a com field north of the departure end of Runway 33 VMC prevailed at the time of the accident and the 14 CFR Part 9I flight was operating on an IFR flight plan. The pilot and co-pilot received fatal injuries and the two passengers received serious injuries. DATE AIRCRAFT REGNO. OPERATOR TIME DATA SIN PURPOSE PHASE DAMAGE 06-07-19 CE-560 N 636SE CorplExce Landing Substantial 1104 CDT Passenger INJURIES: Fatal Serious MinorlNone Pass: 2 Crew: 2 Other:
LOCATION: Cresco, lA AIRPORT: Ellen Church Field Airport, Rwy. 33, 2,949 x 50 ft, concrete WEATHER: VMC. 1,300 ft. broken, vis. 4 mi., wind 180/)0 gusts to 15 kts.
PILOT DATA: Unreported

SOURCE: NTSB File No. CHl06F A193

The flight had originated from the University Oxford Airport, Oxford, Mississippi at 0920 and was en route to Rochester, Minn, when it diverted to Cresco for unknown reasons.

OPERATOR: G & S Holdings, LLC, Richland.Mf

# r
DATE

TIME AIRCRAFT

DATA REGNO. OPERATOR

SIN PURPOSE PHASE N 113AR Corp/Exec Landing SIN 139 Passenger Serious Minor/None 5 2 Incident DAMAGE 

### G-ITI None 06-10-13 1134PDT INJURlES: Fatal Pass: Crew: Other: LOCATION: Burbank, CA AIRPORT: Bob Hope Airport, Burbank, Runway 08 WEATHER: VMC PILOT DATA: Unreported 

## SUMMARY: On October 13,2006 at 1134PDT, aGulfstream G-lli (G-I 159B)

registration N BAR, rolled into the EMAS (Engineered Materials Arresting System) area during landing atthe departure end ofRunway 08 atBob Hope Airport, Burbank, CA The aircraft was being operated bythe owner as apersonal flightunder the provisions of 14CFR Part 91 The aircraft was not damaged andno injuries were reported bythe 5 passengers and2 crew onboard.VMC prevailed forthe cross-country night that departed McCarren Airport, Las Vegas, NY at 1100 destined for Burbank. AnIFR flight planwas filed. Inthe pilot's written statement the captain (flyingpilot) reported that the 30to 35 minute flightwas uneventful. They were handed offfrom the approach controller to the Burbank controller who cleared then to land onRunway 08. The captain stated that the airplane landed inthe first 20% ofthe runway about 1,200 ft. down the runway. The landing was normal with no indication ofsliding or skidding. The airplane continued down the runway slowing to ataxi speed. Atthe end ofthe runway the captain attempted to tum the airplane 180degrees to exit the runway. Unbeknown to the crew was the existence ofthe EMAS. The captain indicated that the EMS system was not depicted onthe airport diagram orthe Jeppesen approach plate forBurbank. continuedSOURCE:

OPERATOR: 06-10-13 G-III (continued) N 113AR
The captain reported that there was no visualindication asto the softness ofthe EMAS material. It hasthe appearance ofconcrete. He stated that as hepowered up the engineto make atum the nose wheel touched the EMAS and immediately sank andthe aircraft continued to slide an additional 15ft. due to the slickness ofthe material. Witnesses atthe airport reported that the airplane continued down Runway 03 at ataxi speed after the landing and asitwas making aturn to exitthe runway traversed into tbe EMAS area. Rwy. 08/26 is 5,801 ft. by 150 ft., asphalt grooved. The Jeppesen approach chart forBurbank depicted EMAS at the departure end ofRunway 26. The Safety Board coordinated with the Jeppesen company to correct the erroneous depiction ofthe location ofthe EMAS and anupdated approach chart for Burbank was issued inNovember 2006.

NTSB FileNo. LAX07IA008 C.A.R. LLCDATE AJRCRAFf REGNO. OPERATOR



### :!Thlli DATA SIN PURPOSE PHASE 06-10-25 CL-600-3A N 409KC CorplExec Landing

2BI6 SIN 5075 Passenger INJURIES: Fatal Serious Minor/None Pass: 5 Crew: 2 Other: '1 I,t

# 1 j 

# 1

LOCATION:

AIRPORT: WEATIlER: DAMAGE None

Incident

Teterboro, NJ Teterboro Airport VMC pD.-aT DATA: ATP rated
SUMMARY: On October 25,2006 aBombardier Challenger CL-600-2B16,

registration N 409KC, was landing at the Teterboro Airport and overran the runway. No damage was reported and there were no injuries to the pilot and five passengers.

SOURCE: OPERATOR: Reportedly, the aircraft was taxiing and ran off the runway into the

260 ft_new arrester beds, collapsible concrete blocks installed recently to prevent overrun accident.

FAA and the Newark Star Ledger. Meridian Air for Bank of America, S1.Louis, MODATE AIRCRAFT REGNO. OPERATOR



### TIME DATA 

### SIN PURPOSE PHASE DAMAGE 05-01-04 CL-600 

### N 187AP CorplExec Landing 

### Substantial 1701 leI 

### SIN 035 Passenger 

### INJURIES: Fatal Serious 

### Min0

### r/None Pass: ? Crew: 2 Other:
LOCATION: Kiev, Russia AIRPORT: Zhulyani Airport, Kiev, Runway 26, 5,905 ft. long WEATIIER: lMe PILOT DATA: Unreported
SUMMARY: OnApril I, 2005 at ]70] local time, a Canadair Challenger, CL-600,

N 187AP, was substantially damaged during landing atthe Zhulyani Airport, Kiev, Russia No injuries were reported bythe two crew members and passengers onboard. On landing on Runway 26, which is5,905 ft. long, the crew was unable to deploy the thrust reversers because they were not armed. The crew applied maximum braking but were unable to prevent the aircraft from overrunning the end ofthe runway where the nose landing gear collapsed. The accident occurred indarkness. The runway was contaminated with snow and ice and braking action was described as "fair". The aircraft carried aU.S. registration number however the company address was British Virgin Islands.
SOURCE: Air Claims/Bombardier OPERATOR: Reeferway Ltd., British Virgin IslandsDATE



### TIME 05-01-] 9 2030MST INJURIES: 

### Pass: Crew: Other: 

# I, ._------------------------------......

AlRCRAFT DATA REGNO.



### SIN OPERATOR

PURPOSE PHASE DAMAGE G-lISP N74RQ CorplExec Landing G-] 159 

### SIN 113 Passenger Fatal Serious 

### Minor/None 7 2 Substantial

LOCATION: Kansas City, MO AlRPORT: Logan-Cache Airport, Kansas City,Rwy. 17,9,095 x 100asphalt, wet 

# I r WEATIfER: lMC, J00 ft. overcast, vis. 0.25, wind 200/04, temp. -7C,ground fog, dark night PILOT DATA: ATP rated, 5,320 total hrs., 1,253hrs. inmodel, age47
SUMMARY: On January 19,2005 at 2030 MST, aGulfstream G-ll SP, N74RQ,

was substantially damaged during landing at the Logan-Cache Airport, Kansas City, MO. No injuries were reported bythe sevenpassengers and two flightcrew onboard. .",.-

According to the captain, hehad flown the GPS approach toRunway 35 when the runway environment wasnot seen and amissed approach was initiated. During the missed approach, the crew was ableto see the first 4 to 5,000 ft. on the approach endofRunway 17. They "elected to circle to the northwest to set upfor avisual approach to Runway 17". The captain stated that the approach was "slightly high and asaresult the flarewas abithigher than normal". The airplane entered the fog layerjust prior to touchdown. The captain stated that during the landing flare, the airplane had drifted to the leftand "the airplane settled onto therunway to the left ofcenterline and shortly thereafter the leftmain gear impacted a snow berm". 111eairplane turned hard to theleftand departed the runway. The nose gear separated, the radome was crushed and the cockpit pressure bulkhead was broken open. continuedPROBABLE

CAUSE:

SOURCE: OPERATOR: 

### 05-01-19 (continued) 

## o-n SP N74RQ
The routine aviation weather report atthe airport reported the weather as follows: wind, calm, visibility 1/4mile infreezing fog, sky condition, vertical visibility lOOft., temperature -7C, dew point -7C.

The probable cause ofthis accident as determined bytheNTSB is: The pilot's improper IFR operation bywhich he failedto comply to themissed approach procedure and hisimproper evaluation ofthe weather resulting inanencounter with fog andhis loss ofvisual contact with the runway during the landing.

NTSB File No. DEN05CA050 leon Health and FitnessPass: Crew: 2 Other: LOCATION: Kansas City, MO AIRPORT: Charles B. Wheeler Downtown Airport, Runway 19,7,002 x 150ft,

grooved asphalt WEATHER: Night IMC PILOT DATA: Unreported DATE TIME 05-01-28 2217 CST INJURIES:



# ,I I 

# ,I SUMMARY:



# 'I' 

# r I SOURCE:

OPERATOR: AIRCRAFT

DATA REGNO.



### SIN OPERATOR

PURPOSE PHASE DAMAGE L-35A Landing Substantial

N 911AE SIN 109 Comm/AirTaxi

Positioning Fatal Serious Minor/None

OnJanuary 28,2005 at2217 CST, aLear 35A, N 91lAE, overran Runway 19atthe Charles B. Wheeler Downtown Airport, Kansas City, MO during landing rollout. The airplane received substantial damage when itimpacted localizer antennas and an airport perimeter fence. Night instrument meteorological and contaminated runway conditions prevailed atthe time ofthe accident. The positioning flight was operating on an instrument flightplan and originated from the Salt Lake City International Airport, UT at 1905 MST and was enroute to pick uppassengers at Kansas City International Airport when itdiverted to the Charles B. Wheeler Downtown Airport due to weather.

NTSB FileNo. CHl05FA059 Keystone Aviation LLC



### '----------------- I /AIRCRAFT DATA DATE TIME REGNO. SIN OPERATOR

PURPOSE PHASE DAMAGE HS-125 600B 05-02-21 2328 UCT N21SA SIN 006 CommlAirTaxi Landing Substantial

Passenger INJURIES: Fatal
.Serious Minor/None Pass: Crew: Other: 1 2 3

LOCATION: Quebec, Canada AIRPORT: Bromont Airport, Quebec

Night lMC, 3,000 ft. overcast F il1

# /11 n, < WEATIIER: PILOT DATA: Unreported SUMMARY: On February 21,2005 at2328 Universal Coordinated Time, an

HS-] 25B, N 21SA, was substantially damaged onimpact with terrain after the airplane touched down some 300 ft. left ofRunway 05L at Bromont Airport, Quebec, Canada. The runway lights were inoperative atthe time ofthe accident and aNotices to Airmen had been issued to that effect. According to Transport Canada, before the pilot elected to land he was advised bythe airport's Unicorn operator that the runway lights were inoperative. Night IMC conditions prevailed at the time of the accident. The pilot, co-pilot and one passenger sustained serious injuries and three passengers were uninjured. The flight last departed from Montreal enroute to Bromont Airport however itoriginated from Atlanta, GA. Upon initial impact the pilot applied fullpower but apparently only the left engine spooled up causing the aircraft to slide on it's belly and twice rotate 360 degrees to the right. The accident isunder investigation bythe Transportation Safety Board ofCanada. SOURCE: NTSB FileNo. CHl05WA061 OPERATOR: Scott Aviation ofWest Chicago, IL



## '----------------- 

# )DATE



### TIME 05-03-08 2200 EST INJ!JRIES: AlRCRAFf

DATA REGNO.



### SIN DAMAGE

OPERATOR PURPOSE PHASE BAe-125 N 703TS Minor Comm/AirTaxi Landing 700A Passenger Fatal Serious Incident Minor/None P~s: 2 Crew: 2. Other: LOCATION: Teterboro, NJ AIRPORT: Teterboro Airport WEATHER: VMC. night, dear PILOT DATA: Both ATP rated pilots SUMMARY: 

# r OnMarch 8, 2005 at 2200 EST, aBritish Aerospace BAe 125-700A, N 703TS, sustained minor damage while landing atTeterboro Airport. The two certificated airline transport pilots andtwo passengers were not injured. Night VMC conditions prevailed for the flightthat departedPort Columbus Airport, Columbus, OH on anIFR flightplan for Teterboro. The pilot stated that he instructed the co-pilot to select 15degrees of flap extension during the approach. about 30 miles fromthe airport. The

_ _.. .•

_ .J pilot then instructed the co-pilot to select 25 degrees offlap while the airplane was on aright downwind leg forRunway 01, a7,000 ft., 150 ft. wide asphalt runway. The pilot added that the airplane encountered severe low levelwind shear during the approach. Thepilot continued the approach and flew the finalapproach atVref (119knots) plus 15 knots to compensate for the wind. A smooth touchdown was made in the touchdown zone at Vref plus] 0knots and thepilot instructed the co-pilot to extend fullflaps. The pilot selected the air brake to "dump" and feltthe airplane slowing as ifthe spoilers were working correctly. He was focused onrunway alignment and didnot divert his attention to look atthe airbrake lever. continued

/SOURCE:

OPERATOR: 05-03-08 

### N703TS BAe-] 25-700A
The pilot further stated that the airbrake lever could not bepositioned to "dump" unless the fullflapextensionwas already selected. The pilot also feltthe anti-skid braking system working correctly, At about the mid-point ofthe runway however, hefeltlikethe airplane encountered atail wind or iceonthe runway asthe airplane didnot continue to decelerate andtraveled offthe end ofthe runway at approximately 30 knots. After the overrun, the pilot started to "clean up" the airplane by retracting the flaps and moving the airbrake toward closed. The first officer interrupted himand suggested anevacuation. The pilot later heard that aG-III on approach ahead ofthe incident airplane performed ago-around due to turbulence. The pilot was not aware ofthe G-Ill go-around during his approach. The airplane came to rest about 230 ft. beyond the departure end of Runway 01. The spoilers were found inthe extended position and the flaps were found retracted. Minor damage was observed onthe landing gear. The reported weather at Teterboro at 2151 was: wind 3201J2 gusting to 28 with apeak wind at 320 at 38 knots. Visibility was ]0 miles, broken ceiling at ]] ,000 ft.

Nl Stl .FileNo. NYC05lA055roo.

,

'1..-- DATE AIRCRAFT REGNO. QPERATOR TIME DATA SIN PURPOSE PHASE DAMAGE 05-06-20 CE-525A N27VQ Corp/Exec Landing Substantial 2255 EDT Passenger INJURIES: Fatal Serious Minor/None Pass: 1 Crew: 2 Other:
LOCATION: Valencia, Venezuela AJRPORT: Arturio Michelena Airport, Valencia, Venezuela WEATHER: VMC PILOT DATA: PIC: ATPrated
SUMMARY: On June 20, 2005 at2255 EDT, aCessna CE-525A Citation, N 27VQ,

operating as abusiness flight, landed long onRunway] Oat the Arturio Michelena Airport inValencia, Venezuela with 3,000 ft. ofwet runway remaining. The airplane departed the runway, collided with aditch, turned J80degrees and collapsed the mainlanding gear. The airplane was substantially damaged and the ATPrated pilot, co-pilot and one passenger reported no injuries. YMC prevailed and an instrument flight plan was filed. The airplane departed from the La Cbinita Airport, Maracaibo at 2208, 45 minutes before the accident. The investigation isunder thejurisdiction ofthe Government of Venezuela
SOURCE: NTSB FileNo. ATL05WA108 OPERATOR: Cessna Finance Corporation operated byVcnequip 

# lDATE TIME 05-07-01 1130 CDT INJURlES: Pass: Crew: Other: LOCAT10N: A1RPORT:
WEATJ-lER: P1LOT DATA: SUMl'vlARY:

AlRCRAFT DATA REGNO.



### SIN OPERATOR

PURPOSE PHASE DAMAGE L-25 Comrn!AirTaxi Substantial

N 345MC 

### SIN 046 Landing

Passenger Fatal Serious Minor/None 2 2 Amarillo, TX Rick Husband Airport, Amarillo, TX Runway 04, 13,502 x 300 ft, grooved concrete, dry VMC, sky clear, vis. ]0mi., wind] 501l5, temp 29C ATP rated, 7,300 total hrs., 3,500 hrs. inmodel OnJuly 1,2005 at ]] 30CDT, aLear 25, N 345MC, was substantially damaged when it struck arunway distance marker following aloss of directional control while landing attheRick Husband Amarillo Airport. The ATP rated captain, commercial rated SlC and two passengers were not injured. VMC prevailed and anlFR flightplan was filedfor the flight which originated at WilliamP. Hobby Airport, Houston, TX at 10010 CDT. The captain stated that about 30 miles from the airport henoticed the leftwing tip fuel tank was "heavy". He started to transfer fuel and then stopped the transfer due to being on approach and preparing to land. After being cleared for visual approach to Runway 04, thepilot stated that be was able to trim the airplane for "hands off". During the final approach the pilot noted that the airplane "would not bank to the right without almost fullright aileron". The airplane "started raising the right wing as full aileron was applied, even with the first officer assisting". Atthis point, the pilot added that the right wing stopped coming up but would not go level. The captain further reported that heelected to land rather than add fullpower and go around instead ofrisking apotential roll situation. continued 

# J

# l 05-07-01 L-25 N 345MC (continued) The captain added that "alignment tothe runway was offdue to the right wing". Subsequently, the airplane exited the left side ofthe runway striking arunway distance marker and exiting the runway to the left during the landing roll. The left wing tiptank fuel load was 200 to 300 lbs. heavier than the right wing tip during landing. Examination ofthe airplane by maintenance personnel did not reveal any discrepancies inthe fueltransfer system. PROBABLE CAUSE: The probable cause ofthis accident as determined bythe NTSB is: The pilot's failure to maintain directional control during the landing roll. A contnbuting factor was the prevailing crosswind.

SOURCE: NTSB FileNo. DFW05CA174 OPERATOR: Air America Jet Charter ofHoustonr' AlRCRAFT DATA REGNO.



### SIN OPERATOR

PURPOSE DATE TIME PHASE DAMAGE N3ST 

### SIN 0045 Business CE-525A Landing Substantial 05-07-] 5 ]5]0 CDT Citation Jet Passenger
INJURIES: Fatal Serious Minor/None Pass: Crew: Other: 4 I
LOCATION: ~Newnan,GA AIRPORT: Newnan Coweta County Airport, Runway 32, 5,500 x 100 ft.,

asphalt, wet WEATHER: VMC, 4,700 broken, vis. 10rni.,wind 230/05, light showers PILOT DATA: ATP rated, 4,100 hrs. total time, 47 hrs. inmodel, age 40 SUMMARY: On July 15,2005 at 15] 10EDT, aCessna 525A Citation Jet D,N 3ST,

collided with alocalizer antenna during ago-around atNewnan County Airport, Newnan GA. VMC prevailed and anIFR flightplan was filed for the ]4 CFR 9] business flightthat originated from Venice, FL at 1345 EDT on the same day. TIJe pool obtained a full weather briefing before departing on the instrument flightandno thunderstorms orrainwas forecast for the destination airport. Herequested and received clearance for avisual approach at the destination airport. He listened to theAWOS and no showers or rain orthunderstorm activity was reported. The controller informed the pilot there was aweather cell located 25 miles north ofhisposition and provided avector for alocalizer Runway 32 approach. The pilot verified the weather onthe airplane's radar and was cleared for the approach ]0 miles from the locator outer marker. Thepilot lowered the flaps to ]5 degrees and extended the landing gear atthe locator outer marker. He slowed the airplane to 15knots andobserved rain showers crossing the runway while descending through 200 ft. The airplane touched down at the 1,000ft. marker and tbe flaps were lowered to 60. The anti-skid was on andthe airplane started to hydroplane. 

# l continued05-07-15 CE-525A (continued) N3ST
The pilot attempted to usebrakes but the hydroplaning increased. He released the brakes andthe airplane slowed down to 78 knots. He reapplied brakes andthe hydroplaning continued. Thepilot then elected to abort the landing with 2,300 ft. ofrunway remaining. The flapswere raised to 15 degrees and the thrust levers were set for takeoff. The airspeed increased to 80knots and the airplane continued to hydroplane forthe next 500 to 800 ft. The pilot could see the end ofthe runway approaching and observe the localizer antennas offthe departure end ofthe runway. The pilot rotated the airplane and became airborne 300 ft. from the end ofthe runway. The airplane was slow to climb andthe pilot informed his front seat passenger that the airplane was going to collide with the localizer antennas. The airplane collided with the antennas on the leftmain landing gear door and right leading edge ofthe right wing. The pilot climbed to traffic pattern altitude, checked for damage, made alowpass for a visual check ofdamage, re-entered the traffic pattern and landed without further incident. PROBABLE CAUSE: The probable cause ofthis accident as determined bythe NTSB is: The pilot's delay inaborting the landing and his failure to maintain obstacle clearance. Contributing factors were the hydroplaning condition and the localizer antenna.

SOURCE: NTSB File No. ATL05CA131 OPERATOR: Beehawk Aviation Inc.



# JDATE AIRCRAFT REGNO. OPERATOR TIME DATA 

### SIN PURPOSE PHASE DAMAGE 05-07-] 5 L-35A N 620JM CommlAirTaxi Landing Substantial 0845 MDT 

### SIN 207 EMS INJURIES: Fatal Serious MinorlNone Pass: 2 Crew: 2 Other: LOCATION: AIRPORT: WEATHER: PILOT DATA: SUMMARY:

SOURCE: OPERATOR: 

# l Eagle, CO Eagle County Regional Airport, Eagle, CO, Runway 29 VMC. skyclear, vis. 10mi., wind 290/04, temp 2]C, dew pt. 6C ATP rated OnJuly 15,2005 at 0845 MDT, aLear 35A, N620JM, was substantially damaged when during thelanding roll the airplane departed the runway atEagle County Airport collapsing the landing gear and subsequently caught on fire. VMC prevailed atthe time ofthe accident. The unscheduled domestic on-demand medical transport flight from Aspen, COto Eagle was operating on avisual flightplanunder provisions of 14CFR Part 135.The captain, first officer andtwo passengers, apatient and aflightnurse sustained minor injuries. According to the tower operator the airplane touched down normal on Runway 29. The operator said the captain said something over the radio which caused himto look inthe direction ofthe airplane. The tower operator saw the airplane veer offthe runway, the main landing gear strip offbehind the airplane andthe airplane catch fire. He said he saw four people get out ofthe airplane. The airplane's right side fuselage, right engine, right wing andright tip tanks sustained major fire damage. The leftandright main landing gear and nose gear were broken off
NTSB FileNo. DEN05LAI II Aspen Based Operation, Inc., Aspen, COr . , .'

,~

, DATE TIME 05-07-17 1618 EDT INJURIES: Pass: Crew: Other: LOCATION: AIRPORT: WEATHER:
PILOT DATA: SIDvfMARY:


# l AIRCRAFT DATA REGNO.



### SIN OPERATOR

PURPOSE PHASE DAMAGE CE-525 N13FH Business Landing



### SIN 0185 Passenger Serious MinorlNone

2 1 Substantial

Fatal

OldBridge, NJ OldBridge Airport, Runway 24 VMC, 1,500 ft. broken, vis. 10mi., wind 160/l1, gusting to 14, temp 81F, dew point 75F ATP rated OnJuly 17,2005 at 1618 ADT, aCessna Citation 525, N 13FH, was susbtantially damaged while landing atthe OldBridge Airport, NJ. The ATP pilot received minor injuries andtwo passengers were not injured. Day VMC prevailed forthe flight that departed Sussex County Airport, Georgetown, DEAn IFR flightplanwas filedfor the business flightconducted under 14CFR Part 91. According to the pilot, during avisual approach atOld Bridge Airport forRunway 24, he lost sight ofthe runway due to clouds that had moved over the airport. The clouds were associated with the thunderstorm that was about 1to 2miles north oftheairport. The pilot notified McGuire Approach that he was executing amissed approach and requested aGPS 24 approach. He was tben givenaheading 0[060 and told to climbto 2,000 ft. About 3miles from STENY intersection, whichwas the final approach fix, thepilot was cleared for the GPS 24 approach and proceeded direct to STENY. At about 1mile from STENY heextended the flaps to the approach position. Upon crossing STENY he lowered the landing and started his descent to the minimum descent altitude of 600 ft.msl. continuedSOURCE: OPERATOR: 05-07-17 CE-525 N 13FH (continued)

At about 3 miles from the runway, with air speed at 115 knots indicated, he had the entire airport insight. Visibility was better than 5miles andthe ceiling was greater than 750 ft. with cloud to ground lightning inthe area 0fthe previously mentioned thunderstorm. At about 2miles from the runway he extended the flaps to the landing position and slowed the airplane to 108knots. He could see the runway was wet but was absent ofstanding water. He landed "on the numbers", extended the flaps to the ground position and extended the flaps to the ground position and applied fullbraking. After touchdown the pilot believed the braking action was "nil". He further stated, "1could feel nobraking at all". Approximately 1/3 ofthe way down the runway he decided that he didnot have enough room to stop, applied fullpower, retracted the flaps to the takeoff position and attempted to abort the landing. The airplane didnot accelerate as he expected and unable to obtain flying speed the airplane rolled offthe runway end, struck afence andthen encountered an area ofheavy vegetation. The airplane came to rest about 400 ft. beyond the departure end of Runway 24 which is 3,594 x 50 ft. asphalt, wet. The spoilers and flaps were inthe takeoff position, both main landing gear legs had collapsed and the nose gear had separated from the airplane.

NTSB File

### No. lAD05LA099 Hertrich Aviation Inc.DATE AIRCRAFT REGNO. OPERATOR TIME DATA 

### SIN PURPOSE PHASE DAMAGEs05-09-14 BE-390 N 701DF CorplExec Landing Substantial

2100EDT Premier I SIN059 Positioning

~

-~ INJURIES: Fatal Serious Minor/None Pass: Crew: 2 Other: LOCATION: Rockland, ME AIRPORT: Knox County Regional Airport, Rockland. Mli, Runway 13, 5,007 x 100ft. asphalt WEATHER: IMC, 100ft. overcast, vis.0.25 mi.,wind 080/03, temp 14C, dew point 14C PILOT DATA: PIC: ATP rated, 7,100 total hrs., 400 hrs. inmodel

SIC: Commercial rated SUMMARY: On September 14,2005 at 2100 EDT, aRaytheon BE-390 Premier I,

N701DF, was substantially damaged during landing atthe Knox County Regional Airport, Rockland, .ME. The ATP rated PIC and commercial rated SIC were not injured. IMC conditions prevailed and anlFR flight planwas filedfor the flight whichoriginated atAtlantic City, NJ. The business ilight was being conducted under 14CFR Part 91. According to the pilot, as the airplane touched down onRunway] 3, the leftmain landing gear tire blew and the airplane began to veer left. The pilot then liftedthe airplane offthe ground, itbanked to theright and experienced an "ugly flare". The airplane lost airspeed and impacted the ground "hard" on the right landing gear. 111epilot reported no mechanical deficiencies with the airplane.
SOURCE: NTSB FileNo. NYC05LAJ42 OPERATOR: .JJ. KislakInc., Miami Lakes, FL 

# l

# l REGNO. SIN OPERATOR

PURPOSE PHASE DAMAGE DATE TIME AlRCRAFT

DATA 05-10-17 N 39FS SIN 33 CorplExec Landing Substantial

FlightTest T-39A 1425 PDT Sabreliner INJURIES: Fatal Serious Minor/None Pass: Crew: 2 Other:
LOCATION: Mojave, CA AIRPORT: Mojave Airport WEATIlER: VMC PILOT DATA: Two ATP rated pilots
SUMMARY: On October 17,2005 at 1425PDT, aNorth American T-39A

Sabreliner, N 39FS, departed Runway 08 at the Mojave Airport, CA and experienced anose andright mainlanding gear collapse. The experimental certificated airplane was operating under] 4 CFR Part 9] as atest flight. The captain and co-pilot, both ATP rated, were not injured. The airplane sustained substantial damage. The flightdeparted Jt.• 1Gj~v'e about anhour plio! to the accident for flle ;ULditcsi llighi. VMC prevailed and no flightplan was filed. According to the captain, the flightwas intended as atest flightafter modifications were made to the nose, interior fittings and ventral fin. He indicated that the takeoff and landing criteria heand the co-pilot calculated met the limits ofRunway 08 with acalculated landing distance over obstacles as 4,000 ft. for adry runway. Since the runway was wet, they calculated the landing distance as 5,300 ft. and added a penalty due to the lackofspeed brakes which equated to 5, 512 ft. for no wind conditions. The crew estimated they had a 10knot headwind which they assumed would shorten the distance slightly.
continuedSOURCE: OPERATOR: 05-10-17 N 39FS T-39A (continued)
The project manager was briefed bythe pilots ontheir planned flight and after maintenance was completed onthe aircraft, they departed. The flight crew conducted flight checks at orbelow lO,OOO ft. north ofMojave. Due to rain showers inthe area, they eJected to return. They conducted alow pass and touch and go landing to evaluate the wind andrunway condition with no anomalies noted. The crew selected an approach flap setting and crossed the runway threshold at 125 knots. The captain reported the touchdown wasjust past the numbers and the crew experienced normal braking action until around the 3,000ft. remaining point. At that point, the braking "seemed ineffective". The flight crew selected anti-skid offand normal braking was attempted with limited effect. The captain elected not to abort the landing due to the limitedremaining runway and theneed to spool up . the engines. The co-pilot was calling out speeds and distance remaining and the captain remembered the airspeed was 60knots with 2,000 ft. ofrunway remaining. Hereported that the braking "became nil" as the aircraft slowed to 30knots. Ilvltw -1 The aircraft drifted to the right side ofthe mad where itexited near a taxiway. The nose wheel dug into the mud and folded aft, the right main landing gear folded inward. The crew reported hydraulic fluid was noted throughout the cabin asthey exited the airplane. The captain reported that there was no standing water on the runway jJ(Jweverit was damp due to arain shower that had moved past the airport about l5 minutes before landing. The aircraft was.substantially damaged when the nose landing gear

, ~. .- collapsed and ahydraulic valve punctured the pressure vessel leaving an 8x4 inchhole.

NTSB File No. LAX06LA017 BAE Systems Integrated Defense Solutions Inc., Mojave, CA



## J~- , PILOT DATA: DATE AIRCRAFT REGNO. OPERATOR TIME DATA SIN PURPOSE PHASE DAMAGE 05-10-]9 HS-]25 N 564BR CorplExec Landing Subst

700A 

### SIN 287 Passenger INJUR1ES: Fatal Serious MinorlNone Pass: 8 Crew: 2 Other:
LOCATION: AIRPORT: WEATHER:

SUMMARY:



# l Houston, TX Houston Hobby Airport, Runway 17 VMC Two ATP rated pilots
On October 19,2005 an HS-] 25-700A, N 564BR, was substantially damaged during landing atthe WilliamHobby Airport, Houston, TX. The eightpassengers and two crew were not injured. The corporateexecutive flight was operating under 14CFR Part 9 I on an !FR flight plan. The airplane was on the first legofit's 215 mile tlight. During the approach to Houston Hobby Airport, the two ATP pilots were advised to expect avisual approach to Runway 12R. The crew reported that they set up forthe approach and were on a stabilized visual approach to Runway 12.While on final approach, the tower asked the crew where they intended to park and the crew responded they intended to park at Million Air, the FBO. The crew was then asked byATC ifthey would prefer to landon Runway 17whichwas adjacent to Million Air. The flightcrew acknowledged they would prefer Runway J7 and were clearbythe tower to use] 7. The PIC eJectedto "sidestep" to Runway 17and initiated aright descending turn to the runway and landed approximately 2,000 ft. down the 6,000 ft. x 150ft. wide runway.
continuedHS-125-700A N 564BR (continued)
The airplane overshot the finalapproach course andthe 

### PlC corrected with asudden right turn to alignthe airplane prior to touchdown. The right wing dragged the ground during the lasttum to align the airplane prior to touchdown. After the eight passengers exited the airplane, ground personnel informed the crew that the right wing had sustained damage consistent with the ground strike during the approach/landing.

SOURCE: NTSB FileNo. DFW06CA017 Kaleidoscope Aviation Corporation OPERATOR::;-. , 

## , , DATE AIRCRAFf REGNO. OPERATOR , TIME DATA 

### SIN PURPOSE PHASE DAMAGE r-, 

# • , 04-01-21 DA-20C N 200m CommlAirTaxi Landing Substantial

0045MST SIN 133 Passenger
, - 

# r- INJURIES: Fatal Serious MinorlNone Pass: 3 Crew: 2

~. Other:

LOCATION: Pueblo, CO AIRPORT: Pueblo Municipal Airport, Runway 08L WEATIIER: IMe. 2,800 ft. overcast, vis. 7mi., blowing snow, wind, calm

temp. 32F, dew point 3IF r . PILOT DATA: ATP rated PIC and SIC
; I SUMMARY: OnJanuary 21, 2003 at about 0045 MST, aDassault DA-20C Falcon, N 200JE, was substantially damaged during anight landing inIMC onRunway 8L atPueblo Municipal Airport, CO. No injuries were reported bythe two crew members and three passengers on board. The aircraft was on aCFR Part J35 flight on anIFR flightplan. The airport ops manager stated that Runway 8Lwas covered with 3/4 inchwet snow bu--t

he co-pilot told investigators that the landing was fineand that he had "no problems with therunway conditions". The co-pilot, who was flying, said that as soon ashe activated the thrust reversers, the airplane yawed to the leftandhe lost control A ground witness said he saw the airplane approach from the west and touch down. He saidheheard the reversers go on, then offand then on again. As they came back on the second time, the airplane started making false circles ontbe runway. This happened two or three times before the aircraft leftthe runway. The airplane carne to rest inafield 150 ft. north and 5,000 ft. north from the approach end ofRunway 08L which was 10,496 ft. long. The right thrust reverser was observed inthe partially extended position and the leftreverser was fully deployed.

continuedPROBABLE



### CAUSE:

SOURCE: OPERATOR: 

### 04-01-2] DA-2OC N200JE (continued)

The NTSB determines the probable cause ofthis accident as follows: The pilot's improper in-ilight planning/decision to land on the contaminated runway, the stuck thrust reverser solenoid resulting inpartial deployment ofthe right engine thrust reverser and the pilot's inability to maintain directional control ofthe airplane due the asyrmnetric thrust combined with the contaminated runway. Factors contributing to the accident were the wet, snow-covered runway>the airport>sfailure to remove the snow from the nmway and the pilot>s failure to recognize the reported hazardous runway conditions by air traffic control.

NTSB DEN04FA041 Sierra Jet Inc. d/b/a Jet Ex., Inc., San Ramon, 

### CA_I DATE AIRCRAFT REGNO. OPERATOR

TIME DATA 

### SIN PURPOSE PHASE DAMAGE 

# J 04-02-20 L-25B N24RZ Comm/AirTaxi Landing Substantial

2] 57 EST SIN ]59 EMS INJURIES: Fatal Serious Minor/None Pass: 2 Crew: ] Other:



### . J LOCATION: Fort Lauderdale, FL

AIRPORT: Fort Lauderdale Executive Airport, FL, Rwy. 08, 6,00] x ]00 dry

Asphalt WEATHER: VMC. 4,650 thin scattered, 7,000 overcast, vis. 10mi., wind ]50/04, temp. 72F, dew point 61F, night PILOT DATA: PIC: ATP, 4,500 total hrs. unreported intype, 100 last90 days. Age 40

SIC: ATP rated SUMMARY: On February 20,2004 at 2]57 EST, aLearjet 25B, N 24RZ, was

substantially damaged when itstruck afence and building during a runway overshoot while landing at the Ft.LauderdaIe Executive Airport. The aircraft was on a ]4 CFR Part 135 on-demand charter flight returning two flight nurses to Ft. Lauderdale when the accident OCCWTed. Of1h~ fourpeople onboard, the captain was seriously injured, the: SIC received minor injuries and the two flight nurses were not injured. VMC conditions prevailed and an IFR flightplan had been filedfor the 90 minute flight from San J~ Puerto Rico. The accident airplane proceeded direct to Ft. Lauderdale Executive and declared alow fuel state and was cleared to land onRunway 08. The controller said the aircraft touched down about midway on the 6,000 ft. long dry runway, continued to the end, entered the overrun area, crossed aroad and struck abuilding. During an interview with the captain, hereported that as hernanueuvered the airplane into aleftdownwind, be overheard the ATC specialist clear aCessna l72 for along final to Runway 08. continued

_____________ Coovr-iohc ROBERT E. BREILING ASSOCLATESPROBABLE CAUSE:

SOURCE: 

# l OPERt\TOR: 04-02-20 L-25B N24RZ (continued) He saidhe was concerned about flying along downwind leg inorder to provide adequate spacing sohehad the first officer tell the tower that be was low on fuel inorder to obtain immediate landing priority. As he entered the leftbase heinstructed the first officer to extend flaps to 8degrees. He then ordered flaps to 20 degrees and shortly thereafter requested lowering the landing gear. The first officer responded 

### 3 greens and 2reds indicating that the gear was safely down and locked but the inboard landing gear doors had remained open during gear extension. As the captain turned onfinalberequested full flaps and as the first officer applied fullflaps he stated "we only have 8degrees of flaps" followed by acomment concerning either low or no hydraulic pressure. The captain saidheplaced the auxiliary hydraulic pump to "op" and continued the approach. After touchdown, he saidhe applied the brakes but the brakes failedto respond. He then instructed the first officer to activate the airplane's drag chute but the first officer was unable to pull the handle up inorder to release the drag chute. He said the airplane tracked down the center line ofthe runway until reaching the end and he then veered the airplane slightly to the leftto avoid obstructions. The airplane continued for an additional 1,748 ft. beyond the end ofthe runway before striking afence, crossing a4 lane road and hitting as building. The captain reported that during the landing roll neither he nor the first officer attempted to activate the nitrogen charged emergency brake system. According to the flight nurses, the flight originated at Ft. Lauderdale Executive at about 0530 on the day ofthe accident, flew to the Turks and Caicos Islands, then on to Barbados where apatient was picked up and flown to CaraL:as,Veuezuela, then on tv San Juan fur refueling and returned to Ft, Lauderdale. The PIC's misjudged distance/speed while landing and the flight crew's failure to follow prescribed emergency procedures which resulted ina runway overrun and subsequent collision with abuilding. Contributing factors are the flightcrew's inadequate in-flight planning/ decision making which resulted inalow fuel state, an open hydraulic relief valve and inadequate maintenance bycompany personnel. Additional factors were an inoperative normal brake system, an unactivated drag chute, the crew's failure to engage the emergency brake system and pressure placed onthe crew do to conditions/events. NTSB ANC04FA026 Skylink Jets, Ft. Lauderdale, FL
J

# ~ I

~ t 

### ,. DATE AIRCRAFT REGNO. OPERATOR

TIME DATA SIN PURPOSE PHASE DAMAGE 

# ~J 04-03-14 Premier I N 4395D Comm/AirTaxi Landing Substantial

17]5 local 

### SIN 65 Passenger INJURlES: Fatal Serious Minor/None Pass: 2 Crew: 2 Other:
LOCATION: Sao Paulo, Brazil AIRPORT: Congonhas, Sao Paulo, Brazil WEATHER: !Me.Thunderstorms and light rain inarea PH-OT DATA: Unreported
SUMMARY:

I 

# J 

# ) 1 J SOURCE:

OPERATOR:

!
I, OnMarch 14,2004 aRaytheon Premier I, registration N 4395D, was substantially damaged landing atthe Congonhas Airport, Sao Paulo, Brazil. No injuries were reported bythe two passengers and two crew. The aircraft overran the runway and the accident occurred indarkness at !?!5 !O{:2! time and in !ight rain. ! t was reported that it had beer: raining heavily shortly before the aircraft landed andthere are indications that the aircraft may have hydroplaned. The aircraft was operating aflight from Caldes Novas. The passengers onboard were the companies flight crew undergoing inaircraft flighttraining from the hired ferry pilot.
NTSB Lider International Aviation Ltd.DATE AIRCRAFT REGNO. OPERATOR TIME DATA 

### SIN PURPOSE PHASE DAMAGE 04-03-]9 L-35A N 800AW Comm/AirTaxi Landing Substantial 0645 EST Cargo INJURIES: Fatal Serious MinorlNone Pass: Crew: 2 Other: 0:0"

LOCATION: Ut~a, NY

AlRPORT: Oneida County Airport, NY Runway 33, 6,002 x ]50 ft. WEATIIER: IMC. 200 ft. overcast, vis. 9mi., wind 060/03. temp. 19F, dew pt. 18F PILOT DATA: PIC, ATP rated, SIC Commercial rated

f' SUMMARY: On March] 9, 2004 at about 645 EST, aLearjet 35A, N 800AW, was substantially damaged while landing at Oneida County Airport, Utica, NY. The ATP rated PIC and Commercial SIC were not injured. IMC conditions prevailed for the flightwhich departed Columbus Int'I, Airport, OH and anIFR flightplan was filedfor the airtaxi cargo flightunder 14CFR Part 135. According to anFAA inspector, the co-pilot was flying at the time of the accident at Vrefplus ]0kts. and was executing anILS to Runway 33. The airplane was too high onthe approach andthe co-pilot decreased engine power. By the time the captain called for amissed approach, the sinkrate was "too great" and the flight crew initiated a go-around. The airplane, however landed hard on the runway before the engines could spool up. The airplane carne to rest insnow about 20 ft. offthe left side ofthe runway near mid-field. The airplane sustained damage to the main landing gear and both wings. The co-pilot stated he did not experience anymechanical malfunctions. The operator operates more than 40 Learjets inairtaxi operations.

continued

### PROBABLE CAUSE:

SOURCE: 

### OPERATOR: 04-03-19 L-35A N 800AW continued

The NTSB determines the probable cause ofthis accident to be: The copilot's failure to maintain airspeed and the captain's delayed remedial action which resulted inan inadvertmt Stall and subsequent hard landing.



### NTSB NYC04LA088 Airnet Systems Inc., Columbus, OH 

# )

# J ,I DATE AIRCRAFf REGNO. OPERATOR

TIME DATA 

### SIN PURPOSE PHASE DAMAGE 04-04-07 Premier I N200PR Business Landing Destroyed Personal INJURIES: Fatal Serious MinorlNone Pass: Crew: Other:
LOCATION: Camberley, Hampshire, Great Britain AlRPORT: Blackbushe Airport, CamberJey, Hampshire WEATlIER: Unreported PILOT DATA: Unreported
SUMMARY: On April 7, 2004 aRaytheon Premier I,U.S. registration

N 200PR, was substantially damaged when itovershot tbe end oftbe runway on landing attbe Blackbushe Airport, Camberley, Hampshire. The aircraft was reportedly destroyed and the owner pilot was not injured. 'j

# ,

SOURCE: Air Claims

OPERATOR: SMD lnvestments Ltd.OPERATOR: Raytheon Aircraft Company DATE AlRCRAFf REGNO. OPERATOR TIME DATA 

### SIN PURPOSE PHASE DAMAGE 04-05-27 Premier 1 N 5010X Business Landing Substantial 1557 PDT 

### SIN 10 Passenger lNJURIES: Fatal Serious MinorlNone Pass: I Crew: I Other:
LOCAnON: North Las Vegas, NY AIRPORT: North Las Vegas Airport, Runway 07, 5,004 x 75 ft. WEATHER: VMC. Sky dear, wind 160/15 gusts to 20, temp. 36C PILOT DATA: Unreported
SUMMARY: OnMay 27,2004 at about 1557 PDT, aRaytheon 390, Premier I,

N 50lOX, overran the runway after landing on Runway 07 atNorth Las Vegas Airport, NY. VMC conditions prevailed for the Part 91 flight from Palm Springs, CA. The pilot andpassenger, who was seated inthe right seat, were not injured. The airplane t0uched d0WJiat 1557 PDT. A f0titiHt weather report issued at the airport at ]553 PDT showed the wind from 160 at 15 knots gusting to 20 knots. A special weather report issued at 1613 PDT showed winds from 190 at 14knots. This report also included aremark that awind shift occurred at ]553 PDT, 4 minutes prior to the aircraft landing. A wind shiftis defined as wind direction that changes by 45 degrees or more inJessthan 15minutes and the wind speed is ]0knots or more throughout the wind shift. The aircraft, N 5010X, is aRaytheon Aircraft demonstrator on lease. This isthe sixth reported overrun involving aPremier I and the second such incident inthe U.S. SOURCE: NTSB DCA04MA049DATE AIRCRAFf REGNO. OPERATOR



### TIME DATA 

### SIN PURPOSE PHASE DAMAGE 04-07-19 L-55 N55LF Comm/AirTaxi Landing Substantial 1137EDT SIN 112 Positioning INJURIES: Fatal Serious Minor/None Pass: Crew: 2 Other:
I 

# :1 LOCATION:

AIRPORT:


# ,I WEAlHER: F'!rt Lauderdale, FL Fort Lauderdale Executive Airport, Runway 3] 4,000 x 100fl. VMC. 3,600 scattered, vis. J.5 mi, wind 220/25 gusts to 30, temp. 28C, dew point 25C PILOT DATA: PIC

-ATP rated, SIC

- Commercial rated 

# ~l ] SUMMARY:



# r r On July 19,2004 at about] 137 EDT, aLear 55, N 55LF, operating as a 14CFR Part 9J positioning flight, overran Runway 31 during landing at tbe Ft. Lauderdale Executive Airport, Ft. Lauderdale, FL. VMC prevailed and no flightplan was filed. The flight originated from the Ft. Lauderdale Hollywood Airport on the same day at 1125 EDT. No illju..-ieswere reported bythe two pilots but the airplane incurred substantial damage. The flight crew stated that the airplane was on apositioning flight and tbat they expected to land on Runway 13bowever when contact was made with Ft. Lauderdale Executive control tower they were given instructions to land onRunway 31. The pilot stated hemaneuvered tbe airplane and aligned onto Runway 31 for the visual landing. The airplane touched down onthe 4,000 ft. runway about 1,500 ft. from the threshold andrain became extremely heavy atthis point. The pilot deployed thrust reversers and applied brakes but feltthe airplane was not slowing down.
continuedPROBABLE CAUSE:

SOURCE: OPERATOR: 

# l 04-07-19 L-55 N 55LF (continued) Believing the airplane's tires were hydroplaning onthe runway surface due to the amount ofrain falling, thepilot elected to perform ago-around. He closed the thrust reversers andadvanced the throttles to increase engine power however, the airplane didnot accelerate. At this point the pilot realized he was running out ofspace on the runway and braced for impact. The airplane traveled past the end ofthe runway passing a section of grass and gravel area before crossing Taxiway Fwhere the nose and main gear sheared from the fuselage. The fuselage slidthe remaining way on itO;-s belly and knocked down achain linkfence protecting awild life reserve area for ground owls andturtles. The fuselage came to a stop in anose high attitude on asand embankment infront ofaditch. Engine thrust reverser doors were found inthe open position and wing flaps were inthe 8degree position. Witnesses said that seconds after the airplane landed at about II:30 a.m, itencountered "a wall ofwater" produced bya severe microburst. Both runways at the airport had been closed the previous week for resurfacing and only the shorter ofthe two, 13/31, had been reopened at the time of the flight. The airplane, which ison aPart 135 certificate, was not being operated on behalf ofthe charter operator atthe time ofthe accident.
The flight crew's decision to continue the approach into unknown area ofpotentially severe weather, thunderstorm, which resulted inthe flight encountering a 30 knot cross wind, heavy rain, low level wind shear and Hydroplaning on aungrooved contaminated nmway.

NTSB MlA04F A107 Hop-a-Jet Inc., Ft. Lauderdale, FL

# r

DATE

TIME 04-ll-29 1237 MST INJURIES: Pass: Crew: Other: LOCATION: AIRPORT:

WEATHER: PILOT DATA: SUMMARY:


# l SOURCE:

OPERATOR: AIRCRAFT

DATA REGNO.



### SIN OPERATOR

PURPOSE PHASE DAMAGE G-IVSP N 420QS

SIN 1320 Fractional Substantial Landing Positioning Fatal Serious Minor/None
3 Eagle, CO Eagle County Regional Airport, Runway 25, 8,000 x 150ft., grooved asphalt, clear, dry, standing water and slush along the edges, elevation 6, 535 ft. VMC. Sky clear, vis. 10mi., wind calm, temp. -8C, dew pt. -16C PIC

-ATP rated, SIC

-ATP rated OnNovember 29, 2004 at ]237 MST, aGulfstream G-1VSP, N 420QS, was substantially damaged when itdeparted the right side ofthe runway and impacted terrain during landing roll atEagle, CO Regional Airport. VMC prevailed atthe time ofthe accident. The ATP rated captain and ATP rated first officer and one flight attendant were not injured. An 1FRllightpIan was tiled forthe positioning flightbeing conducted under l4 CFR Part 9] which originated at San Francisco, CAat about] 040. According to thepilot, the airplane touched down onRunway 25 at about 1,000 ft. Following nose wheel touchdown, the aircraft started an uncommanded turn to the right and he was unable to keep the airplane onthe runway center line. At about 2,800 ft., skid/scuff marks from the airplane's nose landing gear tires appeared asthe airplane began to veerto the right. At about 3,900 ft. the airplane departed the right side ofthe runway, the nose gear collapsed backwards and the airplane's nose and right wing struck tbe terrain. The airplane continued to slide coming to a stop on the edge ofthe runway at about 4,500 ft. The forward fuselage and outboard right wing were substantially damaged. NTSB DEN05LA030 Net Jets, C-Olumbus,OB, owned by Consolidated lnt'L Services LLCINJURIES: Fatal Pass: '1"- Crew: i Other: : ~' f '. LOCATION:



# .... AIRPORT: ,

" WEATHER:

DATE TIME 04-12-01 1623 EST·

PILOT DATA:

.SUMMARY:

s.;

, '\.'.':'

"i ~ccAIRCRAFT DATA OPERATOR PURPOSE DAMAGE REGNO. 

### SIN PHASE G-IV Comrn/AirTaxi Substantial Landing G-GMAC Passenger Serious Minor/None

6 3 Teterboro, NJ Teterboro Airport, NJ, Runway 24,6,013 x150 ft. asphalt VMC, 6,000 ft. scattered, vis. 10mi., wind 290/16, gusting to 25, with peak wind from 300/32, temp. 52F, dew point 34F ATP rated flightcrew
On December 1,2004 at 1623 EST, aGulfstream G-IV, ofBritish registration, G-GMAC, was substantially damaged while landing at Teterboro Airport, Teterboro, NJ. The ATP rated flightcrew, flight attendant and sixpassengers were not injured. VMC conditions prevailed for the flightthat departed from London Luton Airport, Luton, United Kingdom, on aninstrument flightplan for the foreign operated charter. The flight crew reported that they originally departed Farnborough Airport, UK and flew to Luton to board passengers and depart for Teterboro. Upon arrival at Teterboro, ATC cleared the flightfor the ILS Runway ]9 approach, sidestepped to land onRunway 24, a 6,013 ft. long x 150ft. wide, asphalt runway. Although the airplane encountered a gusty, right crosswind, the approach was less turbulent than the flight crew expected. The airplane initially overshot the extended Runway 24 center linebut the airplane was stabilized at 1,000 ft. agl. The airplane touched down within the first 2,000 ft. ofthe runway and slightly right ofcenter line. Reportedly 1,900 ft. from the approach end.
continued04-12-01 

### G-IV G-GMAC (continued) The flight crew was unable to activate the thrust reversers and didnot recall the ground spoilers deploying. The airplane did not seemto be decelerating and with about 3,000 ft. ofnmway remaining, the captain activated the emergency braking system and the co-pilot extended the speed brakes. The captain was unable to control the airplane after the emergency braking system was activated and the airplane departed the right side ofthe runway about 5,500 ft. beyond the approach end. The airplane then traveled over agrassy area, struck trees and came to rest upright. Allnine occupants were able to egress through the leftrear, No.5 "emergency window exit. During the impact, the outboard l/3 ofthe leftwing was severed and the nose section was crusbed inward by about 7 ft. Tire marks from the-airplane were followed to the approach end ofRunway 24. The marks originated from about 1,900 ft. beyond the approach end consistent with the leftmain gear touching down about 12ft. right ofthe runway center line. Tire marks were consistent with anti-skid action to about 2,900 ft. Allfour main gear tire marks were observed at 3,504 ft. and heavier marks at4,550 ft. Wavy tire marks and metal consistent with ablown right maintire were observed at4,756 ft. At about 5,072 ft., the nose gear tire marks crossed the right main gear tire marks and both main gear tire marks then veered right. Tire marks departed the right side ofthe runway at about 5,450 ft. Examination ofthe wreckage revealed the right main gear inboard tire had partially separated and the leftmain gear inboard tire completely separated. The flaps were inthe fullextended position and the selected to "ann" auu the speed brake handle was near the fullextended position. The right side No.5 and 6emergency exits had been unlatched but could not beremoved. After disengaging the autothrottle and autopilot following their clearance to the ILS Runway 19approach, the ATP rated crew was not aware that the autothrottle re-engaged at 35 ft. agl,just before touchdown. The autothrottle was corrunanded by ofthe engage! disengage paddle switches on each power lever which were not equipped with switch guards. The target speed was set for 138kts. And as tbe G-IV slowed below 138 kts. After touchdown, the autothrottle gradually increased power.
continuedPROBABLE

CAUSE:

SOURCE: OPERATOR: 04-12-01 G-GMAC (continued) G-IV
Since the power levers were not inidle,the spoilers andthrust reversers would not work andthe crew evidently didDotuse enough force to override the autothrottle system. The system disengaged, according to the flightdata recorder, 16 seconds after the weigt on the wheels switches were activated, three seconds after the spoilers were deployed. The pilot used the emergency brake but thejet ran offthe right side ofthe runway when the tires burst. Windwas 25 kts. gusting to 32.

- The airplane was equipped with adigital flightdata recorder and a cockpit voice recorder.
The flight crew's inadvertent engagement ofthe autothrottle and Their failure to realize they had done so. Factors were the lack of switch guards, lack ofan audible warning tone andgusty winds.

NTSB NYC05FA026 GAMA Aviation, United KingdomLOCATION:

AIRPORT: WEATHER: DAMAGE Substantial

~Pine Bluff, AR Pine BluffMunicipal Airport, AR IMC, 500 ft. overcast, vis. 1.5 rni., ram, mist, wind 110/04 lemp.2F, dew point 50F PILOT DATA: PIC/SIC

- Alp rated pilots Silly11\1ARY: On December 5, 2004 at 1145 CST~ a Dassault Falcon 20~ N 82n~~

was substantially damaged when il overran the departure end of



# :I Runway 18 at the Pine Bluff Municipal Airport, iU{.The J~TP rated captain, the .1'\TP rated first ufficer and two passengers were not injured. IMC conditions prevailed and an instrument flight plan was Iiled Ior the 14 eFR Part 9j IiigfiL Theilighl originated from Austin, TX at i045 destined for Pine Bluff The captain reported that they were vectored for the ILS Runway IS (a 5,998 itlung and] 5011. w-ideasphalt runway) approach to Fine Bluff During the approach, the captain recalled maintaining glide slope and being lined up with the localizer. About JOOfl. above the approach descent minimums, the first officer informed the captain that he had the runway environment in sight. The captain continued the approach and noted the landing was "firm"
..During the landing roll, the captain applied both brakes and deployed (be speed brakes. During the initial landing roll, the captain or first officer did not note "anything out of the ordinary". coni inuedSOlJRCE: OPERATOR: 04-12-05 N82TN (continued) DA-20 Subsequently, the captain and first officerrealized the airplane was not slowing down and the first officer applied brakes bUI didnot notice anybraking action. The airplane overran the departure end of therunway into the runway overrun area and came torest 200 

### fl. from the departure end ofthe runway. The captain added that moderate rain was within-the vicinity ofthe airport al the limeofthe landing and he noticed standing water on the runway during thelanding roll. The airplane wasnot equipped with thrust reversers however itwas equipped with an emergency drag chute. The airplane was also equipped with aCVR. Examination ofthe airplane revealed the forward pressure bulkhead was compromised. The nose landing gear was folded aftinto the fuselage structure. Examination ofthe runway revealed that there was pooled water in various areas ofthe runway the day after the accident First evidence oftouchdown by the airplane was obser ved 2,450 ft. from the approach end ofthe runway and no braking action was observed throughout the remaining portion ofthe runway.

N'TSB DFW05LA030 Inland Paperboard &Packaging Inc., Austin, TXDATE 

### fuTRCRAFf 

## REGNO. OPERATOR TIME DATA 

### SIN PURPOSE PHASE 04-12-06 G-IVSP N478GS CorplExec Landing I330UCT SIN 1478 Passenger INJURIES: Faial Serious Minor/None Pass: 7 Crew: 3 Other: DANlAGE Substantial

LOCATION: ~Bucharest, Romania AIRPORT: Baneasa Airport, Bucharest, Runway 07 "\lEA

### TIlER: 

## vxrc PILOT DATA: Unreported
SUMlvlA.RY: On December 6, 2D04 at 1330 Universal Coordinated Time, a

Gullstrearn G-IVSP, N478GS, was substantially damaged during {he landing rollout on Runway 

## n7 at the Baneasa Airport, Bucharest, Romania. Aportion ofthe runway that the airplane struck during the rollout was under construction. There were no injuries to the three lligbt Crew and seven passengers. Day VMC prevailed for the i4 CFR 91 iligh!. investigation is under thejurisdiction of the Romanian Government.

>1 SOURCE. DCA05WA023 NTSB OPERATOR: Centurion Aviation Services, Fayetteville, NC

# ;r------------, J 

# I J I DATE 

### AIRCRAFT REGNO. 

### OPERATOR

TI1v1E DATA SIN PtJRPOSE PHASE DAJ\.iAGE 04-]2-20 L-25B N 252BK 

### Comml
. AirTax! Landing Minor 1315 CST 

### SIN 107 EMS INJURIES: 

### Fatal Serious 

### Minor/None Incident Pass: Crew: Other: 2 2

LOCATION: Cedar Rapids, IA AIRPORT: Eastern Iowa Airport, Cedar Rapids, IA WEATIlliR: 

## vs«: PILOT DATA: PIC

-ATP, SIC

-Commercial

On December 20, 2004 at 13I5CST, a Lear L-25B, N252BK, collided with aberm following a loss ofdirectional control willie 1~T'Gl~~0- Runwav 13 (6 '">00" ~

## Ion.. drv ~<'T'h •.• h) ~. Eastern H.UJ liJ.s 'JJ '- ."..,.,uy ~L; ..• e , /t. V .IL, ~) ti...:>jJHUH Ul Ue:>' ...•... lj

continued Iowa Airport, Cedar Rapids, IlL The ATP captain, commercial rated co-pilot and rNO medica! crew members were not injured. The i4CFR Part 91 positioning flight wasbeing conducted inVMC with an IFR flightplan on file.The flight originated from the Eastern Iowa

# fu.port with anintended destination ofMcAllen, JA: Both pilots reported that they encountered what they thought were rough spots on therunway Juring the takeoff roll, The captain reported that 

### aftertakeoff he called forthe co-pilot to raise the gear and engage the yaw damper. He slated he then called [or the liaps to beretracted and for the climb checklist. He stated that both heand the co-pilot then noticed allunsafe gear indication [or the nose gear. The captain slated that they leveled offat 5,000 ft. and he decreased the airspeed so the co-pilot could recycle the landing gear. They informed the lower thai they had anose gear problem and wanted to stay inthe area. The capt(jio stated they cycled the landing gear [OUTmore times to 00 avail.



# J

### SOURCE:

OPERATOR: 

### 04- 12-20 L-25B N:?52BK (continued)

The captain stated that they then requested alanding back atCedar Rapids. He stated theyhad a gear down andlocked indication for all three landing gear during the visual approach to Runway 13.The captain stated thaton touchdown, theco-pilot extended the spoilers and armed the thrust reversers. He further stated that after the nose 

### wheel touched down the airplane made asharp 

### leftturn andtraveled offthe side oftherunway through the grass. The airplane contacted a 4 It. high bermprior to coming to aslop onRunway 09 and the captain stated he attempted to taxi the airplane onlyto discover thatthey did not have any nose wheel steering. Post accident inspection revealed the sealonthe nose wheel strut was blown which prevented the nose gear from centering.



## NTSB CHl05LA047 Gold Star International Inc.

# I I DATE AIRCRAFT REGNO. OPERATOR

TIME DATA 

### SIN PURPOSE PHASE DAMAGE 03-01-07 BE-390 N 390RB CommlAirTaxi Landing Destroyed 1824 AST Premier I SIN26 Passenger INJURJES: Pass: Crew: Other: LOCATION: AIRPORT: WEATHER: PILOT DATA:
SUMMARY:

SOURCE: 

# l OPERATOR: Fatal Serious MinorlNone 2 2
Santo Domingo, Dominican Republic Herrera International Airport, Runway] 9,4,049 ft. long VMC ATP rated, PICand SIC
On January 7, 2003 at about ]824 Atlantic Standard Time, aRaytheon Aircraft Company 390, Premier I, registration N 390 RB, overran the runway and came to rest inaparking lot while landing atthe Herrera International Airport, Santo Domingo, Dominican Republic while on a ]4 CFR Part 9] positioning flight. VMC prevailed atthe time and a visual flightrules flightplan was filed. The airplane was considered a constructive total loss bythe insurance company. The airlinetransport rated pilot, co-pilot and two passengers received minor injuries. The flight originated from Las Americas International Aliport, Santo Domingo onthe same day at 1810. The pilot stated that they made anormal approach and landing on Runway] 9 atthe Herrera Airport. Once on the ground they activated liftdump spoilers but the system failed. They were unable to stop the airplane on the remaining runway which was 4,049 ft. long. The airplane impacted two vehicles inaparking lot, the wings separated and the airplane came to rest upside down but the fuselage remained largely intact and there was no fire. The accident investigation isunder thejurisdiction ofthe Government ofthe Dominican Republic. Direccion General de Aeronautica Civil, Santo Domingo, Dom. Rep. Coturisca, D.R. Owned byCaribbean Aviation Corp., Miami. FL

# l DATE AIRCRAFT REGNO. OPERATOR

TIME DATA 

### SIN PURPOSE PHASE DAMAGE 03-09-19 L-25B N666TW CommlAirTaxi Landing Destroyed 1710 CDT S/N"II6 Cargo INJURIES: Fatal Serious MinorlNone Pass: Crew: Other:
LOCATION: AIRPORT: WEATHER: PILOT DATA:
SUMMARY: Del Rio, TX

Del Rio International Airport VMC. Sky clear, vis. 10mi., wind 000/04, temp 28C, dew pt. 17C ATP rated PIC and SIC
On September 19,2003 at 1710 CDT, aLearjet 25B, N 666TW, was destroyed upon collision with trees and terrain when itoverran the departure end ofRunway 13while landing atthe Del Rio International Airport. The ATP rated captain was fatally injured and the ATP rated pilot acting as first officer was seriously injured. VMC prevailed for the 14CFR Part 91 positioning flight. The airplane was being operated as an on-demand airtaxi cargo flight. An IFR flightplan was filed forthe flight which originated from EIPaso, TX at 1625 for Del Rio. The flight had been cleared by approach control for avisual approach to Runway 13 and there were several eyewitnesses to the accident. One witness standing outside the FBO facility at the airport stated that the airplane was high and fast and hewas expecting the airplane to execute ago-around. Another witness located on the airport ramp observed that the airplane was going "too fast that he thought the airplane was taking off'. Athird witness stated he observed the wind sock at the time ofthe landing and added that a slight tail wind was present when the airplane landed. Another witness also stated that the airplane was going too fast and noted that the airplane landed past the intersection for Taxiway Charlie which islocated about ],875 ft. short ofthe departure end ofthe runway. None ofthe eye-witnesses reported bearing the engines spooling up inan attempt to abort the landing. continued

--- ----------- C~ght ROBERT E. BREfllNG ASSOClATESL-25B N 666TW (continued)

03-09-19
The airplane overran the end ofthe runway, impacted the airport perimeter fence, proceeded across aroadway, impacted another fence, struck two trees and multiple headstones. The airplane came to rest inanupright position on aheading of040 at an elevation ofapproximateJy 976 ft., 1,600 ft. beyond the departure ofthe runway. Examination ofthe wreckage revealed no anomalies with the aircraft, control surfaces and engines. Examination ofRunway 13revealed signs ofbraking action, 1,247 ft. short ofthe departure end ofthe runway andvisible signs ofskid marks were found throughout the path ofthe main wreckage. The drag chute was not deployed. There was no cargo aboard the airplane atthe time ofthe accident and based on the estimated landing weight ofthe airplane, Vreffor landing was calculated at 116knots.No distress calls were received prior to the accident. Radar information revealed aground speed of 190 knots over the approach end ofRunway 13. At 1653, the automated surface observation system reported the wind variable at 4knots, visibility 10miles, and sky clear.

SOURCE: NTSB FileNo: FTW03FA229 OPERATOR: Ameristar Air Cargo lnc., Dallas, TX

i



# J

# ;1 DATE AIRCRAFT REGNO. OPERATOR



### ,I TIME DATA 

### SIN PURPOSE PHASE DAMAGE

03-12-04 CE-525 N 15C Business Landing Substantial 2010 PST 

### SIN 377 Passenger



# ~J INJURIES: Fatal Serious Minor/None



# ,I Pass: 2 Crew: I Otber:
LOCATION: San Diego, CA AIRPORT: Montgomery Field Airport, San Diego, CA WEATHER: IMC. Ceiling indefinite, vis. 114mi., wind 310104, temp. 12C, due point

12C PILOT DATA: Private rated
SUMMARY: On December 4,2003 at about 2010 PST, aCessna 525, N15C, lost

directional control during landing on Runway 28R atthe Montgomery Field Airport, San Diego, CA. The airplane veered offthe runway and collapsed the nose landing gear. The pilot was operating the airplane under the provisions of 14CFR Part 91. The private pilot and two passengers were not injured, the airplane sustained substantial damage. The flighthad departed the Mahlon Sweet Field Airport: Eugene, OR at anunknown time enroute to Montgomery Field. IMC prevailed and an instrument flight plan was filed.

, I The pilot stated that during his IFR approach he made visual contact with the ground and shortly thereafter he found himself ina "black hole". He continued the landing and the airplane touched down on the left side ofthe runway then crossed the taxiway, the nose gear folded and the airplane skidded to a stop.

SOURCE: NTSB FileNo: LAX04LA058 OPERATOR: PaJestar :Labs Inc. & Michael Dunaway 

# l

--------- rrnvrtnht ROBERT E. BREILING ASSOCIATESDATE AIRCRAFT REGNO. OPERATOR

TIME DATA 

### SIN PURPOSE PHASE DAMAGE 02-02-07 CE-525A N288G Business Landing Substantial ]825 PST SIN 0035 Personal INJURlES: Fatal Serious MinorlNone Pass: Crew: Other:
LOCATION: Noyato, CA AIRPORT: Gnoss Field, Novato, CA Runway 13,3,300 ft.

### x 75 ft., asphah WEATHER: VMC. Sky clear, vis. 10mi., wind 230/1], gusts to ]7,

temp 13C, dew point 13C PILOT DATA: Unreported
SUMMARY:


# l On February 7, 2002 at about 1825 PST, aCessna 525A, N 288G, overran and impacted aravine offthe departure end ofRunway 13 while landing at the Gnoss Field Airport, Novato, CA. The airplane was owned and operated bythe pilot under the provisions of 14CFR Part 91 and sustained substantial damage. The pilot, the sole occupant, was not injured. IMC conditions prevailed for the cross coumry flight that departed Sacramento Int'I. Airport, CA at about 1730 on the day ofthe accident. An instrument ilight rules flightplan hadbeen filed to terminate at Gnoss Field. The pilot stated that he had received afullweather brieffrom the Flight Service Station earlier inthe day. Prior to departure, hereceived an abbreviated update. He stated that "the weather was pretty miserable" and itwas a "hard IFR ilight" from Sacramento to Novato. He further stated that he was not sure that he would be able to make itinto Gnoss Field because ofthe weather. While monitoring Oakland Center he heard an airplane had been cleared 10and land at Gnoss Field. He also heard the pilot ofaprevious airplane report that he had broken out at 1,200 ft. continued

_______ r-- •....• r-tr-II ••.•,.......02-02-07 N288G (continued) CE-525A
The accident pilot continued with the GPS approach forRunway 13. He stated that prior to reaching the final approach :fixforthe GPS approach he had ahard time making out the airport. Once he reached the final ~PP'roa!:hfix,_he started his descent. He stated that he should have started his descent sooner because hewas using up most ofthe runway trying to get down. After touchdown, he applied the brakes but the airplane overran the departure end ofthe runway and went into aditch. The 1825 Gnoss Field weather observation reported inpart, winds from 230, II to 17knots. According to the FAA inspector on scene, the airplane appeared to have landed with atail~

wind and came to rest about 200 ft. beyond the end ofthe runway •..

-- - inaravine. The nose ofthe airplane hit the far side ofthe ravine and the fuselage section came to rest inthe ravine. Flaps were fullydeployed and the spoilers were extended.

SOURCE: NTSB File: LAX 02LA075 OPERATOR: Ray Dolby, San Francisco, CA

/DATE AIRCRAFT REGNO. OPERATOR

TIME DATA 

### SIN PURPOSE PHASE DAMAGE 02-02-10 MU-300 N 541CW Fractional Landing Substantial 2302 EST 

### SIN 04SA Positioning

tINJURIES: Fatal Serious Minor/None Pass: Crew: 2 Other:
LOCATION: Cleyeland,OH AIRPORT: Cuyahoga County Airport, Runway 23,5,101 ft. by 100ft., asphalt WEATHER: IMC. 300 ft. overcast, vis. ~ mi. insnow, wind 320 variable to 350

at 12-15 knots, gusts to 25 knots PILOT DATA: PIC/SIC: ATP rated



# .- , According to the PIC, prior to the accident flight, company dispatch instructed the crew to flysixpassengers from Marquette, MI to Palwaukee. Upon arrival at Palwaukee, the PIC was instructed to reposition the aircraft to Cuyahoga County Airport. The PIC ordered fuel and checked the weather for the Cleveland area including current weather and any braking action reports that were available. The PIC was informed that a Citation hadjust landed and reported braking action as fairto good. SUMMARY: On February 10,2002 at about 2302 EST, aMitsubishi MU-300,

N 541CW, was substantially damaged during an overrun atthe Cuyahoga County Airport, Cleveland, OB. The two certificated ATP pilots were not injured. Night IMC conditions prevailed and anIFR flight plan was filedfor the positioning flight that originated from Palwaukee Airport, Chicago, IL. The flight was being conducted under 14CFR Part 91.

continued 

# lN 541CW (continued) 02-02-10 MU-300 The flight departed at about 2152 with the SIC atthe controls. Upon arrival in the Cleveland area, the controller advised the crew that the current weather was 300 ft. overcast, visibility 

### 'l2mile in snow, winds from 320 degrees variable to 350 degrees at 12-15 knots, gusts !o.25 Knots. The approach inuse was to Runway 23, a5,101 ft. long by 100 ft. wide asphalt runway. The controller also stated that Cleveland Hopkins Airport, located about 20 miles west of Cuyahoga Airport was closed due to snow removal and should re-open in about 30 minutes. While being vectored for the ILS Runway 23 approach, the controller stated that the airplane was No.2 following aHawker jet. While the accident airplane was being vectored, ittraveled through the finalapproach course and had to be re-vectored. The airplane was then given aheading to intercept the final approach. The PIC decided atthis point, ifthe airplane was not stabilized on the approach by 1,900 ft. msl, amissed approach would be executed. The airplane was stabilized at 2,000 ft. with the landing gear extended, fullflaps and aVref speed of 106knots plus 5knots. The PIC contacted the tower advising them that the airplane was on approach inbound. The tower controller advised the flight crew that the runway had been plowed, the Hawker hadjust landed and the braking action was poor. The accident airplane was then cleared to land. The PIC visually identified the runway when the airplane was 300 to 400 ft. above the decision height and the landing was continued. The speed ofthe airplane as itpassed over the threshold was about 106knots and touchdown occurred within the first 500 to 600 ft. ofrunway. Upon touchdown, the speed brakes were deployed and maximum braking was applied. The PIC recalled that although there was" afirm brake pedal," he could not feel the anti-skid pulsating. Deceleration ofthe airplane was slow andhe soon realized the airplane was not going to stop on the runway and attempting ago-around was not an option due to the amount ofrunway remaining. The airplane departed the runway end at a speed of20 to 30 mph. and proceeded onto adown sloping grass overrun area. As the airplane was about to come to astop, the nose gear struck a mound and collapsed. The crew secured the airplane and exited it. According to the SIC who was flying the airplane from the left seat, the PIC called the tower while they were on the ground atPalwaukee and stated that the Citation pilot reported braking action as good at Cuyahoga County Airport. As the flight arrived inthe Cleveland area, the controller vectored the airplane for the approach because airport personnel were plowing the runway and that they were number 2 for the approach behind the Hawker. The SIC stated that the vector was poor and that he flew through the localizer course.
continuedSOURCE:

OPERATOR: 02-02-10 MU-300 N 541CW (continued)

The airplane Wasthen re-vectored back andbecame established onthe approach at 2,000 ft. msJ.and advised to contact the tower where they were cleared to land. To the SICs best recollection, the flight crew was never given the braking action bythe tower controller. The airplane «broke out" about 200- 300 feet above the decision height, withthe runway insight and straight ahead. As the airplane crossed the «numbers," the speed was Vref and touchdown occurred about 500-600 feet down the runway. The SIC applied maximum braking and the airplane began to slideto the right. The SIC straightened out the airplane and both crew members feltthat there was no antiskid. At that time the SICdetermined that there was insufficient remaining runway to abort the landing and committed himselfto slow the airplane down. The airplane then departed the runway at 30-40 mph into agrassy overrun area whereupon the nose gear collapsed prior to the airplane stopping. An employee plowing the runway positioned himself and the plow atthe intersection oftbe runway and taxiway A8. After the first plane landed, the Hawker, the pilot reported that the braking action aspoor. When the second airplane arrived which was the MU-300, the employee observed the airplane touchdown between A5 and A6 taxiway intersections. The employee then noticed that the airplane was not slowing down and crossed the A8 taxiway intersection at a high rate ofspeed. At 2245 local time, personnel conducted arunway condition report which stated that the Runway 5/23 condition was "covered with athin layer ofsnow." Friction meter measurements for Runway 23 were "approach end 50, midpoint 45, roll out 45." Areview ofthe Cuyahoga County Airport diagram revealed that the taxiway A5 intersection was about 2,868 feet from the approach end ofRunway 23 and the A6 taxiway intersection was located about 3,300 feet from the approach end ofRunway 23. Weather at 2245 at Cuyahoga County was, winds from 330 degrees at 12knots gusts to 22 knots, visibility 3/4 statute miles, light snow, overcast clouds at 300 feet.
NTSB File: NYC02FA059 Flight Options, Inc.DATE AIRCRAFf REGNO. OPERATOR

TIME DATA 

### SIN PURPOSE PHASE DAMAGE 02-03-25 MU-300 N 6]7BG CommlAirTaxi Landing Substantial 090] EST 067SA Passenger INJURIES: Fatal Serious Minor/None Pass: 4 Crew: 2 Other:
LOCATION: Anderson, IN AIRPORT: Anderson Municipal Airport, Runway 30,5,401 x 100, grooved asphalt \YEATIlER: IMC. 1,300 ft. overcast, vis. 2.5 mi., wind 060/10 gusts to 20,

temp. -3C, dew point -3C PILOT DATA: ATP rated PIC
SUMMARY: On March 25,2002, at 0901 EST aMitsubishi MU-300, N 617BG,

was substantially damaged during alanding overrun on Runway 30 (5,401 ft. by 100 ft., grooved asphalt) at the Anderson Municipal Darlington Airport near Anderson, IN. IMC conditions prevailed at the time ofthe accident. The i4 CFR Part 135 on demand air taxi flight was operating on an instrument flight rules flight plan. The two crew members and four passengers were not injured. The flight originated from the Memphis International Airport and was enroute to Anderson. The braking action was reported as fairto good despite snow and ice on the runway.
SOURCE: NTSB OPERA TOR: Corporate Flight Management Inc., Smyrna, TNDATE AIRCRAFT REGNO. OPERATOR

TIME DATA SIN PURPOSE PHASE DAMAGE 02-05-01 BE-400A N498C\V Fractional Landing Substantial 1653 EDT 

### SIN 108 Passenger INJURIES: Fatal Serious Minor/None Pass: 4 Crew: 2 Other:
LOCATlON: Baltimore, MD AIRPORT: Baltimore-Washington Airport, Runway 5L, 5,000 x 100 ft., dry

asphalt grooved, elevation] 46 ft. WEATHER: VMC. 25,000 thin, scattered, vis. 10rni., wind ]20106, temp 2IC,

dew point 8C PILOT DATA: PIC: ATP, 3,000 total hrs., 

## i.r00 hrs. intype

SIC: ATP, 3,000 total hrs., 280 hrs. intype
SUMMARY: On May], 2002 at 1653 EDT, aBeechjet 400A, N 498CW, was substantially damaged when itoverran the runway during landing atthe Baltimore- Washington Int"L Airport. Tbe two certificated ATP pilots and four passengers were not injured. VMC conditions prevailed and an IFR flightplan was filed forthe executive transport flight originating atReading, PA. The captain was interviewed atthe scene and saidhe was on the flight controls during the approach and landing. The captain was asked to describe the events prior to and during the flight. He said the flight was routine from Reading until they approached the BWI Airport. According to the captain "when we were sixmiles out Ididnot hear that we were cleared for the visual approach. The FMS locked up on me so Iwas distracted. We were on an assigned heading, on vectors, at an altitude that was higher than Ithought we should be. I asked the first officer,' are we cleared for the visual?' and he said 'yes, we are'. Iput down the flaps and gear and said we are high and fast but OK.

continued02-05-01 BE-400A N498CW (continued)
The first officer said 'Hey man, weneed to go around' but we were over the threshold and ~

### ~~:::5~~ -."Je ',-.-;:'-:-::OK. Wetouched down but J didn't know where exactly. The first officer said 'we're not going to make it', but Ithought we would. Ithought itwas too lateto go around". When the aircraft crossed the threshold ofthe 5,000 ft. runway itwas about 300 ft. agJand the captain saidthe airspeed was "Vref plus 25. Vrefwas 113 knots and we were doing 140". The captain explained that he was locked out oftbe FMS because both pilots were attempting to simultaneously program the system. According to the first officer, ATC assigned aheading of21 0 or 220 at4,000 ft. and "we were given direct to the airport. Atthat time, Iwas putting the ILS into the FMS at the same time the captain was putting inthe frequencies". Atthis time, thejet was cleared forthe visual approach. "As we turned final, Ithought we were too high and the tower called and asked ifwe could make it. I said that we could, but then itappeared that we could not. At 1/4mile I said' I think.we should go around"'. When the airplane was 1,000 ft. down the runway and hadn't touched down yet, the first officer repeated" we need to go around". Acouple ofseconds later, we touched down and I said again 'we're not going to make it'. Atthis point there was no change. The thrust reversers were already deployed and Ipopped the speed brakes
..J thought we were Vrefplus 40 and coming down at 1,700 fpm, When we touched down, maybe 50 to 60% ofthe runway remained". ATC transcripts and radar daia revealed that thejet was fv ·cmiles from the airport at 3,000 ft. traveling 238 knots when the tower controller asked, " are you going to be able to get down?". Forty seconds later the target was still at 3,000 ft. traveling 207 knots and had closed to within three miles ofthe airport. When the aircraft was cleared .toland, itwas at 2,300 ft. about 2 miles from the airport and traveling a'f.W01mots." Interpolation ofthe Beech 400 Landing Distance chart for landing weight and existing conditions calculated Vrefto be 113 knots and landing distance required with anti-skid of3, 300 ft. and without anti-skid 3,800 ft. No mechanical deficiencies or malfunctions were found prior to the accident on the J996 BE-400A which had 2, 349 hours and last inspected on 04112/02. SOURCE: NTSB OPERATOR: Flight Options Inc., Cleveland, OHDATE AIRCRAFT REGNO. OPERATOR

TIME DATA 

### SIN PURPOSE PHASE DAMAGE 02-05-02 CE-560U N 397QS Fractional Landing Destroyed 1430 CDT Ultra 

### SIN 0531 Passenger INJURIES: Fatal Serious Minor/None Pass: 4 Crew: 2 Other: LOCATION: Leakey, TX AIRPORT: WEATHER: Real-County Airport, Runway 15,3,975 x50 ft., asphalt

VMC. 5,500 ft. scattered, vis. 7mi., wind 150/07, temp. 30C PILOT DAT: PIC: ATP, 5,600 total hrs.

SIC: ATP rated SUMMARY:

PROBABLE CAUSE:
SOURCE: OPERATOR: OnMay 2,2002 at 1430 CDT, aCessna 560 Ultra, N 397QS, owned

byprivate individuals and fractionally operated, was destroyed when itoverran Runway 15 at theReal County Airport, Leakey, TX, some 40 miles southwest ofKerrville, TX. The ATP rated PIC, SIC and their four passengers were not injured. VMC conditions prevailed and an IFR flightplan was filedfor the 14CFR Part 91 flight. The flight originated from Houston, TX at 1315 CDT. The pilot who was landing atthe airport for the first time noted that although the approach speed and descent rate were normal, but descending atidlepower, henoticed the speed was 16kts. above reference. After landing on the 3,975 ft. runway, about 2,100 feet from the approach end, the airplane overran the departure end and collided with trees. A postimpact fire consumed the aircraft after the occupants egressed. Reportedly, the leadpassenger had been flown into this airport on eight previous occasions without incident.
The pilot's failure to land the aircraft atthe proper touchdown point to allow adequate stopping distance. NTSB NetJets, Columbus, OH

- , •. OrlOCOT C QQ~II IN~ l\c::~rIATrSDATE AIRCRAFT REGNO. OPERATOR TIME DATA 

### SIN PURPOSE PHASE DAMAGE 02-08-13 CE-550S N 50BK Cornm/AirTaxi Landing Destroyed 1115 PDT 

### SIN 0031 Passenger INJURIES: Fatal Serious MinorlNone

Pass: 5 Crew: 2 Other:
LOCATION: Big.•.

Bear City, CA AIRPORT: Big Bear City Airport, Runway 26 (5,850 x75 ft. with 600 ft. displaces threshold) WEATHER: VMC. Sky clear, vis. 10mi., temp 30 C, dew point -I C PILOT DATA: ATP rated
SUMMARY:

SOURCE: OPERATOR:

PROBABLE CAUSE: On August 13, 2002 at 1115 PDT, aCE-550S, N50BK, was destroyed

during landing on Runway 26 atBig Bear City Airport, Big Bear, CA. The airline transport rated pilot incommand who was type rated inthe CE-500, the first officer and their fivepassengers were not injured. VMC conditions prevailed and an instrument flight rules was filed for thel4 CFR Part 135 an derna...• adairtaxi flight. The- cr055 country flight originated from Las Vegas, NY at 1030 PST. After landing on the 5,850 ft. long (displaced threshold distance, 600 ft) 75 ft. wide nmway, the airplane overran the departure end, impacted a perimeter fence and carne to rest upright inadry pond. Apost crash fire consumed the airplane as the occupants were evacuating. NTSB C;;.:"porateFlight International, Las Vegas, NV owned by Melita Eagle Inc., Wilmington, DE

Aircraft landed long due tailwind component. Improper touchdown point induced porpoising, failure to go aroundDATE AIRCRAFT REGNO. OPERATOR

TIME DATA 

### SIN PURPOSE PHASE DAMAGE 02-08-30 L-25C N45CP CommlAirTaxi Landing De".nYed 1307 EDT SIN073 EMS INJURIES: Fatal Serious Minor/None Pass: 1 1 Crew: 3 Other:
LOCATION: Lexington, KY AIRPORT: Blue Grass Airport, Runway 04, 7,003 ftlong WEATHER: VMC. 4,300 ft. broken, vis. 10mi., wind 050/07, temp 27C, dew pt. 18C PILOT DATA: PIC: ATP, almost 2,000 hrs. inLear 20 Series

SIC: Comm. Multi-engine Instrument SlThflvlARY: On August 30, 2002 at 1307 EDT, aLearjet 25C, N 45CP, was destroyed when itoverran arunway atthe Blue Grass Airport, Lexington, KY. The 77year oldpatient was fatally injured. The captain, first officer, flight nurse and another passenger were seriously injured and atruck driver received minor injuries. An IFR flight plan hadbeen filedfor the flight between Marco Island Airport, FL and Lexington. KY. The flight was conducted under 14CFR Part 135. The deceased passenger was enroute to Lexington to receive medical treatment and was belted into the seat onthe left side ofthe cabinjust aft ofthe cabin door. The other passenger was seated directly behind her. The flightnurse was seated on the right side ofthe cabin immediately forward ofthe medical stretcher which was not occupied. According to aLexington tower controller, the airplane landed about 2,000 ft.beyond the approach end ofRunway 04. The nose ofthe airplane touched down and then rose as ifthe pilot was conducting aerodynamic braking. Aparking garage camera recorded the landing and stop frames. The touchdown point was estimated between 1,500 ft. and 2,500 ft. from the approach end ofthe runway.

continued02-08-30 L-25C N45CP (continued)
After touchdown the airplane continued down the runway until itleftthe camera's view, Shortly thereafter the camera panned to the departure end of the runway and to the heavy smoke emanatingjust beyond :~-:.~ . UJi',;;,'ayVh U.S. Route 60. Areview oftower transmissions revealed that shortly before the airplane went offthe runway, one ofthe pilots keyed the microphone and shouted "brakes, brakes". During the accident the captain suffered head trauma and subsequently could not remember anypart ofthe accident flight after it's departure from Florida. Due to the severity ofhis injuries, the firstofficer was not interviewed atthis time. According to the company director ofoperations, the operator managed 

### 17 contracts inwhich "d/b/a's" obtained their own customers, charged and collected fees for services under their own Dept. ofTransportation

-registered d/b/a name and incurred allexpenses. The operator received signing and monthly flatfees and provided FAR Part 135 operational control, including plot training/records oversight, scheduled and unscheduled maintenance, crew scheduling and dispatch flight following. The operator managed 47 aircraft and 85 pilots. According to the captain and the first officer, who had flown the airplane the previous week, there were no maintenance deficiencies and the captain who had nearly 2,000 hours inLear 20 Series, stated the accident airplane was "one ofthe best, ifnot the best (Lear 25s)" he had flown. Runway 04 was 70003 ft. long with an elevation at the 'approach end of 944 ft. and rose to 979 ft. about 2/3 along it's length. Elevation then decreased to 972 ft. at the departure end. The departure end ofthe runway was followed by apaved overrun followed by agrassy area for about 50 ft. The grass area then dropped offabout 50 ft. at an angle of60 degrees. At about 200 ft. from the paved overrun area, there was an ILS platform which was constructed of telephone poles and heavy cross beams which rose about 50 ft. inheight. Beyond the ILS platform, about 60 ft., there was adrainage ditch which ran along Route 60 which was about 5lanes inwidth. No skid marks were found on the runway, however light straight line skid marks matching the width ofthejet's main landing gear were found on the last part ofthe paved overrun for about 40 ft.
continued 

# J

# l SOURCE:

OPERATOR: 02-08-30 (continued) L-25C N 45CP
The skid marks along with added marks matching the position ofthejet's nose wheel continued through the grass to the edge ofthe drop off. There were no tire tracks beyond the edge ofthe drop off. The northwest (left) halfofthe ILS platform was cut offhorizontally with the tallest remaining structure rising to almost 1/3 ofit's original height. The majority ofthe platform top had fallen straight down into theremaining support structure. Debris and soot trailed from the ILS platform, crossed the drainage ditch and veered toward the right across Route 60 where the main wreckage came to rest on the opposite shoulder facing 080 degrees. Examination ofthe wreckage revealed that the right wing was detached from the fuselage andthe empennage was burned from the engine's aft. Both main landing gear were detached and the nose wheel landing gear was collapsed. One ofthe four main landing gear tires exhibited abald spot which did not penetrate to the cord. The thrust reversers were out ofthe stowed position but were not deployed. The drag chute was also not deployed. Flap position could not bedetermined due to ruptured hydraulic lines. In the cockpit, throttles were at idleand the flap handle was inthe down position. The drag chute handle and the emergency brake handle were inthe stowed position however the "emergency air" gauge indicated zero. The flapposition indicator was up and landing reference speeds were 123 knots on the captain's side and 121 knots onthe first officer's side. The brake calipers were tested with compressed airand operated normally. Brake discpads were measured and found to be within limits. No mechanical discrepancies were heard when reviewing the cockpit voice recorder.
NTSB American Air Network, Chesterfield, MO d/b/a Care Flight Int'I.

___ rnn\K'tnhr ROBERT E. BREILING ASSOCIATESDATE AIRCRAFT REGNO. OPERATOR

TIME DATA 

### SIN PURPOSE PHASE DAMAGE 02-]0-07 L-60 N 5027Q CorplExec Landing Destroyed 0910 lei 

### SIN 242 Positioning INJURIES: Fatal Serious MinorlNone Pass: 2 Crew: 1 1. 1 Other: LOCATION: Santa Cruz do SuI, Brazil AIRPORT: WEATHER: Luiz Beck da Silva Airport, Runway 08126 (3,985 ft. long, asphalt, wet)

IMC. Heavy rain PILOT DATA: PIC: ATP rated

SIC: Not rated
SUMMARY:

SOURCE: OPERATOR: On October 7, 2002 at 0910 local time, aLearjet 60, US registration N 5027Q but owned and operated by aBrazilian company, crashed during landing at the Luis Beck da SilvaAirport, Santa Cruz, Brazil. The aircraft was destroyed, one crew received fatal injuries, one received serious injuries and one crew and two passengers were not seriously injured. The aircraft was recently purchased by aBrazilian company which kept the US registration and was being ferried to Brazil by acontract ferry pilot inthe left seat as PIC and the company non-rated co-pilot inthe right seat. The company captain was inthe back passenger seat. On arrival at Santa Cruz the aircraft landed long and touched down some 1,200 ft. beyond the runway threshold and could not stop before the end ofthe runway. After leaving the runway itcontinued to cross the grass for about 200 ft. and impacted the embankment side ofthe road. The a~ci;:J~ntoccurred indaylight but inheavy rain. Runway 08126 is 3,985 ft. long, asphalt surfaced and was wet. Underwriters Dwiggins LLC

# r DATE AIRCRAFT REGNO. OPERATOR TTh1E DATA 

### SIN PURPOSE PHASE DAMAGE 02-10-07 CE-525A N 57E1 Business Landing Substantial 1023 EDT 

### SIN 057 Passenger INJURIES: Fatal Serious MinorlNone Pass: 2 Crew: Other:
LOCATION: Dexter, ME AIRPORT: Dexter Regional Airport, Runway 34, 3,000 ft. x 150 ft. asphalt WEATHER: VMC. 2,]00 ft. overcast, vis. 10mi., wind 200/06,

temp.ll C, dew point 9C PILOT DATA: ATP, CE-500/525, 2,100 total hrs., ] 10intype, 60 to 70 landings

since aircraft purchased March 2002
SUM:MARY: On October 7, 2002 at 1023 EDT, a Cessna 

### 525A, N 57E, was substantially damaged during anmway overrun atthe Dexter Regional Airport, Dexter, ME. The ATP rated pilot and one passenger were seriously injured and two passengers received minor injuries. VMC conditions prevailed forthe business flightthat departed Robertson A;mArt Pbin"illp rT <>. "hAnt ()O~{) tror thp npyfpr & ;rr-rort An T];D ~---.... r-'" , __ -'.

__ .A ••...••••

_ ••••••• ...., ••.•••••.••••• J -' ••.••.•. ,-,. LJj. .•.•••... .A...J ..•••...•. 1l. •...•••...•. ".L...&.A y'-'.a IL.. ~ .•...•.•.•..•.•. " flight plan was filedfor theflightbeing conducted under 14CFR Part 91. According to the pilot, he departed Plainville and climbed to FL 290. The flight progressed without incident and descent was initiated approximately 80miles south ofDexter. While being vectored for the GPS 34 approach and descending through 6,000 ft. the airplane entered VMC. Once dear ofdouds, visibility was approximately 10miles and the pilot canceled hisIFR clearance about 10miles from the airport. Approximately 6miles from the airport the pilot selected approach flaps and lowered the landing gear after slowing to VIe.

continued 

# l

C~~9ht ROBERT E. BREILING ASSOCIATES02-10-07 N 57EJ (continued) CE-525A
He entered amodified right base forRunway 34 which was 3,000 ft. long, 150 ft. wide and asphalt surfaced. He turned finalabout 3 miles from the runway, selected landing flaps and slowed to approximately 125 knots. The pilot categorized the approach as stabile with no turbulence. The airplane touched down inthe first quarter ofthe runway slightly above Vrefand the pilot selected ground flaps and applied the brakes. He could feelthe anti-skid pulsating through the brake pedals butthe airplane didnot decelerate as expected. To verifythe brakes were functioning, hemomentarily reduced brake pressure, reapplied the brakes and once again feltthe anti-skid pulsating. He could not remember ifhe feltthe airplane decelerate when hereapplied the brakes. About halfway down the runway, thepilot became concerned about stopping within the distance remaining so he aborted the landing. With approximately 1,500 ft. remaining, heremoved his feet from the brake pedals, advanced the power levels to takeoff and raised the flaps two notches to the takeoff position. The airplane continued down the runway but did not accelerate as expected. The pilot's memory regarding the aborted landing and subsequent impact was fragmented. He remembers the airplane departing the far end of the runway and then impacting the ground but he could not recall the air speed when the airplane entered the overrun or ifhe reapplied the brakes after aborting the landing. The wind reported byapproach control favored Runway l6 but the pilot favored Runway 34because the tailwind component was negligible and landing on Runway 16would require a steeper approach because ofahillnorth ofthe runway. The pilot also added that the enhanced ground proximity warning system sounded "sink rate" on final which according to himwas not unusual and had done so inthe past even when the airplane was on aVASI descending at 500 ft. per minute. Examination ofthe runway revealed apay-of skid marks that started 642 ft. from the approach end and continued to the end ofthe runway, 2,450 ft. away. At the end ofthe runway, the skid marks transitioned to wheel marks inthe grass covered overrun and athird mark equally spaced between the other two began. The three marks continued to adrop offthat was located at the end of the overrun and 179 ft. past the runway. The drop offtransitioned to a small dirt road and ran perpendicular to the runway and about lOft. lower in elevation.
continued 

# JN 57EJ (continued) 02-]0-07 CE-525A
A ]2 inchpipeline running along the north side ofthe road had scratch marks along theprojected path ofthe airplane. The airplane came to rest about 300 ft.past the end ofthe runway andpartially on a 10foot upslope that ran perpendicular to the runway. The airplane was intact and allthe structural and flightcontrol surfaces were present. Damage to the airplane consisted ofimpact damage to the nose, leftwing, bottom ofthe tail section and right wing. The nose gear was crushed rearward, the leftmain landing gear was down and partially separated from it's mounts andthe right mainlanding gear was down. Both main landing gear tires were inserviceable condition and inflated The condition ofthenose wheel tire could not beconfirmed. The leftand right flaps were approximately 15 degrees andthe flaphandle was up along with the flap indicator. The thrust attenuators were stowed andthe control switch was inthe auto position. The anti-skid control switch was on. The power brake accumulator was discharged andthe brake fluidreservoir was full. The parking brake was off, the gear and brake emergency pneumatic accumulator was charged and the emergency brake was stowed.

PROBABLE CAUSE: Pilot's decision to land with excessive speed and delayed

decision to abort. A factor was atailwind

SOURCE: NTSB OPERATOR: Douglas D. Schumann, Southington, CT 

# l ------- Coovr-ioht ROBERT E. BREILING ASSOCIATESLOCATION: Troy, AL AIRPORT: Troy Municipal Airport, Runway 07,5,010 ft. x 100fl., asphalt WEATI-IER: VMC. 8,000 ft. scattered, vis. 10mi., temp. ]6C, dew point 8C,

wind 170/08 PILOT DATA: Unreported
SUMMARY: On January 14,2001, at 1345 CST, aLear-60, N IDC collided with two

deer during landing and ran off the end ofRunway 07, at Troy, AL TIle managed airplane was operating under the provisions of 14CFR Pan 91, when the accident occurred. VMC conditions prevailed and no flightplan was filed. The pilot and firstofficer received serious injuries and the airplane was destroyed by impact and the subsequent postimpact fire. The flight originated from Love Field inDallas, TX at an undetermined time. According to witnesses, the airplane collided with the deer shortly after touchdown and continued down the runway with the brakes on and departed the right side ofthe runway near the end, crossed ataxiway and impacted into aditch and burst into flames. Local rescuers were able to extract the crew before the fireengulfed the cockpit. According to the pilot, the thrust reversers failed to operate when activated. The airport was not surrounded by afence. SOURCE: NTSB OPERJ\TOR: Dallas Cowboys operated by Ark Air Flight Inc 

# 1

~ Ccp)"""Qht ROBERT E. BHE lUNG ASSDCIA-:t:S01-02-04

1324 EST Lear 25B N48WA 

### SIN 136 CommJAirTaxi Landing Substantial DATE TIME AIRCRAFT

DATA REGNO.



### SIN OPERATOR

PURPOSE PHASE DAMAGE

EMS INJURlES: Fatal Serious MinorlNone Pass: Crew: 3 Other: LOCATION: Fort Pierce, FL AIRPORT: St.Lucie County International Airport, Ft. Pierce, FL

Runway 27, 6,492/l50 asphalt, dry WEATIIER: VMC. 4,000 ft. broken, vis. 10mi., temp 20C, dew point 17C,

wind 270105 PILOT DATA: ATP. 4,500 total hrs., 1,500 hrs. intype, 140hrs. last 90 days, age 32 SUMMARY: OnFebruary 4, 2001 at 1324 EST, aLearjet 25B, N 48WA, skidded

offthe runway at St. Lucie InCI. Airport inFort Pierce, FL. The aeromedical flight was operated under the provisions of 14CFR Part 91. VMC conditions prevailed and aflightplan was filed. The aircraft received substantial damage and the pilot and crew were not injured. The flight originated from Fort Pierce at 1200. According to the pilot, after taking offhe experienced alanding gear retraction problem. Unable to resolve this problem, the crew decided to return to St. Lucie Int'l. Airport. Shortly after touchdown, the left main landing gear broke away from the airframe. The pilot reported that he lost directional control and the aircraft then skidded offto the left side ofthe runway. Maintenance records revealed that the landing gear assembly had been removed and reinstalled during arecent maintenance procedure. PROBABLE CAUSE: Examination revealed that the leftmain landing gear trunnion pin was

improperly installed by mechanics and not inaccordance with the Learjet maintenance manual instructions. SOURCE: NTSB OPERATOR: Able American Jets, Ft. Pierce, FL 

# l

r-~,_,rohr ~()RFRT F BREILING ASSOCIATES ~DATE AlRCRAFT REGNO. OPERATOR

TIME DATA SIN PURPOSE PHASE DAMAGE

-- 01-02-06 DA-900 N 59CF Corp/Exec Landing Substantial 2050 MST SIN098 Passenger 

# I INJURIES: Fatal Serious MinorlNone Pass: 5 Crew: 3 Other: LOCATION: Pinedale, WY 

# I AlRPORT:

WEATHER: Ralph WenzField, Pinedale,WY, Runway 1129,7,100 ft. x 100 ft.

lMe. 800 ft. overcast, vis. 0.75mi., wind 290/04 PILOT DATA: ATP rated, PIC and SIC
SUMMARY: On February 6, 2001 at 2050 MST, aDassauIt Falcon 900, N 59CF,

was substantially damaged when itdeparted the side ofthe runway during landing roll at Pinedale, WY. The airline transport certificated pilot andco-pilot, the flight attendant andthe fivepassengers were not injured. The flight was operating on an instrument flightrules flight plan under CFR 14Part 91. The flight originated from Ronald Reagan Memorial Airport, Washington, DC at 1826 EST. IMC conditions prevailed atthe Pinedale Airport. According to information supplied bythe crew, during landing roll the aircraft pulled to the left and corrective action didnot prevent itfrom exiting the left side ofthe runway. The aircraft came to rest approximately 30 ft. left ofthe runway edge ofRunway 29. The weather at the time was approximately 800 ft. overcast, visibility 3/4 ofamile in snow showers with wind from 290 at 4knots. Damage was sustained to the leftmain landing gear, left wing, wing slats and the No.3 engine nacelle. The aircraft was being managed for acompany by a 14CFR Part 135 operator and isclassified as acorporate/exec accident.

continued

______________ Cq:>yr'ght ROBERT E. BREllING ASSOCIATESPROBABLE

CAUSE:

SOURCE: OPERATOR: 01-02-06 DA-900 N 59CF (continued)

Examination ofthe brake system provided evidence ofamalfunction inthe number 3 and 4 wheels anti skidtachometer which resulted in the braking on the 3 and 4 wheels not operating atthe same level as on wheels I and 2.

The probable cause ofthis accident assigned bytheNTSB is: Loss ofcontrol due to apartial failure ofthe brake anti-skid system.

NTSB Jet Aviation Business Jets, Teterboro, NJ for Compass Foods Inc.LOCATION:

AlRPORT:
WEATHER: PILOT DATA:
SUMMARY:


# l Sault Ste. Marie, MJ Sault Ste. Marie Municipal Airport, Runway 32, 5,235 ft. x ]00 ft., icecovered VMC. 1,800ft. overcast, vis. 4mi., temp 7C, dew point ]]C, wind calm ATP rated
OnFebruary 26,2001 at ]030 EST, aCessna 500, N234UM., operated byan airlinetransport pilot, sustained substantial damage during landing. The airplane departed the end ofRunway 32 (5,235 ft. x ]00 ft., ice-covered asphalt) at the Sault Ste. Marie Municipal Airport, Sault Ste. Marie, MJ. and subsequently encountered terrain. VMC conditions prevailed atthe time ofthe accident. The medical "Lifeguard" flight was being conducted under the provisions of 14CFR Part 135. An instrument flightrules flight plan was on filefrom the Willow Run Airport, Ypsilanti, Ml. to Sault Ste. Marie. The pilot, second pilot and two medical technicians onboard the airplane reported no injuries. The FBO operator at Sault Ste. Marie Airport said that he talked to the pilot on the radio before the pilot attempted to land. He told the pilot that the runway was ice-covered and there was no braking action. The airplane was found at the bottom ofa small cliffapproximately 300 ft. northwest ofthe departure end ofRunway 32. The airplane's forward pressure bulkhead was bent aft.

continued

~ Coovr-icbt ROBERT E. BREILING ASSOCIATESOJ-02-26 CE-500 N234UM (continued)

The airplane's left wing leading edge was bent inward andthe airplane's nose gear was broken off Flight control continuity was confirmed. An examination of the airplane's engines and other systems revealed no anomalies. A notice to airmen published February] 5,200] and ineffect at the time of the accident stated for Sault Ste. Marie Municipal Airport, "icy runway, nil braking". PROBABLE CAUSE: The probable ~ause ofthis accident as determined bythe NTSB is:

The pilot exceeded the available runway distance during landing and the pilot's delay inexecuting ago-around. Factors relating to the accident were, the pilot's improper pre-flight planning! decision, thepilot disregarding the NOTAM forthe airport, the pilot failing to properly consider the warning given bythe Unicorn operator regarding the icy runway and nilbraking action, the icyrunway, and the drop-off/descending embankment.

SOURCE: NTSB OPERA TOR: Marlin Air lnc., Belleville, Ml

# I DATE AlRCRAFT REGNO. OPERATOR

TIME DATA SIN PURPOSE PHASE DAMAGE 01-03-09 HS-125-3A N48DD Comm/AirTaxi Landing Substantial 1401 EST SIN lJ5 Positioning INJURIES: Fatal Serious Minor/None Pass: Crew: 2 Other:
LOCATION: Bridgeport, CT AIRPORT: Sikorsky Municipal Airport, Bridgeport, CT 

# ,I WEATHER: IMC. 300 ft. overcast, vis. 0.75 mi., temp] C, dew point OC, wind 080/05 PILOT DATA: ATP rated pilots
SUMMARY: 

# r

I.



# r On March 9,200] at ]40] EST, aHawker Siddeley HS-]25-3A, registration N 48DD, was substantially damaged when itoverran the runway while landing atthe Sikorsky Municipal Airport, Bridgeport, CT. The two certificated airline transport pilots were not injured. IMC conditions prevailed and as instrument flightplan was filedfor the flight that originated from Bradley Airport, Windsor Locks, CT. The positioning flight was conducted under ]4 CFR Part 9]. According to the PIC, the co-pilot was flying the airplane atthe time of the accident. An ILS approach to Runway 6was executed and the airplane descended out ofthe overcast clouds about 400 ft. above the ground. The runway appeared dry with blowing snow across itandthe approach was continued. As the airplane touched down on the runway, the co-pilot stated that she did not have any braking effectiveness and the PIC selected the «dump flaps" to slow the airplane. The airplane continued down the runway and did not seem to be slowing to a safe speed. TIleflight crew observed the 1000 ft. remaining marker approaching and the co-pilot selected the emergency brakes. continued

'-"r"'\.nrn. C onCl1 I•..• I~ ",-.,-.,-...r-IA-.rr-01-03-09 HS-125-3A 

### N48DD (continued) After she felt alack ofdeceleration, the co-pilot selected tbe parking brake. The airplane continued offthe departure end ofthe runway, impacted anon-frangible fence and came to rest with about 4ft. ofthe airplane protruding onto apublic access road. A witness was driving on aroad located about 1/4mile prior to Runway 6 about the time ofthe accident. The witness stated that he observed ajet airplane on approach to the airport and estimated that itcrossed over the threshold ofthe runway at an altitude ofabout 100 ft. and about 125 ft. to the right ofthe runway centerline. It banked to the left about 10or l5 degrees and became aligned with the centerline. The witness thought hewould see the airplane execute amissed approach but itcontinued to flydown the runway about agear length above the runway. The Witness didnot observe the airplane touch down onthe runway due to snow obscuring the visibility which he estimated as 3/4 ofamile. The witness estimated the speed ofthe airplane as "bot" but could not estimate innumerical value. The pilot who was flying aPA-31 the day ofthe accident stated he had flown the ILS to Runway 6just prior to the accident airplane and was asked by ATC to keep his speed up for atrailing airplane. The pilot recalled that the weather conditions were visibility ofabout 1/2to 3/4 ofamile with aragged ceiling of250 to 300 ft. The pilot further stated that braking action was good. He further stated that the conditions on the runway were slushy with snow accumulations toward the middle of the runway. After the pilot parked his airplane he observed that itwas snowing very heavy at times with wet, heavy snowflakes. An airport operations officer conducted abraking~ctjontest on Runway 6 after the accident. The test was conducted using avehicle at a speed of40 mph. He reported the braking action as good for the first, second and third portions ofthe runway. He also observed 1/8 to 1/4 inch of slush patches onthe runway surface. The airtraffic controller who had issued the landing clearance stated that he observed the airplane touch down on Runway 6 abeam Taxiway Bravo with 3, 200 ft. remaining. On landing rollout, slush was observed spraying from the airplane which extended 5 ft. from the airplane. The controller did not observe the airplane impact the fence due to obscured visibility from snow. He further stated the airplane landed at ahigh rate of speed. Examination ofthe airplane found the emergency brake lever located inthe cockpit to be inthe release position. The accumulator pressure was fullscale high. continued

# I

I

SOURCE: 01-03-09 (continued) HS-1253A N48DD When the emergency brake was selected, asquishing sound was heard and the brake pads ofthe leftand right main landing gear were observed to move. The emergency brake was then released. The brake pedals onthe left and right side of the cockpit were applied individually andeachtimepressure was applied a squishing sound was heard and the brake pads ofthe respective mainlanding gear were observed to move. ANOTAM was issued bythe Bridgeport Operations Officethat said "thin, wet snow allsurfaces". No further NOTAMS were issued that related to runway surface conditions. The airport weather at 1354 was winds, 080/05 knots; 3/4 milevisibility in light snow and mistj.overcast skies at 300 ft. and

### atemperature at 34 degrees F.

NTSB OPERATOR: DDH Aviation, Inc. Ft. Worth, TX

___ rrr>vrlnht ROBERT E. BREILING ASSOCIATESDATE AIRCRAFT REGNO. OPERATOR

TIME DATA 

### SIN PURPOSE PHASE DAMAGE 01-06-07 L-24A N 805NA Public Landing Substantial 1140 PDT SIN 102 Training INJURIES: Fatal Serious MinorlNone Pass: I Crew: 2 Other:
LOCATION: Victorville, CA AIRPORT: Southern California Logistics Airport, Victorville, CA,

Runway 21, 9,13 8/150 asphalt/concrete, dry WEATHER: VMC. Sky clear, vis. 10rni., wind 360/03, temp 13C PILOT DATA: ATP. 8,550 total hrs., 40 hrs. intype, age 54
SUMMARY: On June 7, 2001, at about 1140hours PDT, aGates Learjet 24A,

N 805NA, sustained substantial damage when itmade ahard landing at Southern California Logistics Airport, Victorville, CA. The aircraft was operating as aPublic-use Flight. The airline transport pilot captain, copilot and one passenger were not injured. The local training flight departed Edwards Air Force Base, CA, about j055. Viyie conditions prevailed and no flightplan had been filed
.

.. -.;: The flight was conducting touch and go's. The PIC made the first touch and go. The copilot successfully made the second. The copilot attempted the third touch and go. At 50 ft. he disengaged the yaw damper and entered apilot induced lateral oscillation and lost control. The airplane bounced twice and the copilot added power. The right wing dropped, so the crew reduced power and attempted to abort the takeoff The airplane dragged the right tip fuel tank and it separated from the airplane and caught fire. The right main landing gear collapsed and the airplane skidded to a stop offthe right side ofthe runway.

continued01-06-07 N 80SNA L-24A (continued)
The PIC had not demonstrated the handling characteristics ofthe airplane with the yaw damper offand he felthedid not react quickly enough to prevent the accident.
PROBABLE CAUSE: The probable cause ofthis accident was determined as follows:

The co-pilot inadvertently induced alateral oscillation resulting inan inflight loss ofcontrol. The pilot incommand failed to adequately supervise the co-pilot.

SOURCE: NTSB File No. 1110 I OPERATOR: NASA

-Dryden Research Centerr DATE AlRCRAFT REGNO. OPERATOR

TIME DATA 

### SIN PURPOSE PHASE DAMAGE 00-01-27 rvfU-300 N 900WJ Business Landing Substantial 1015 CST SIN28SA Passenger INJURIES: Fatal Serious Minor/None Pass: 4 Crew: 2 Other:
LOCATION: Dallas, TX AIRPORT: Love Field, Dallas, TX WEATHER: IMC. 600 ft. broken, vis. 3/4 mi., wind calm, temp/dew point 32F,

sleet PILOT DATA: PIC, SIC

- Commercial rated
SUMMARY:


# l OnJanuary 27, 2000 at 1015 CST, aMitsubishi MU-300, registration N 900WJ, overran Runway 31Rduring landing atthe Dallas Love FieldAirport and struck the terrain. The airplane was operating under CFR 14Part 91. The two commercial pilots and their four passengers were not injured. The airplane sustained substantial damage. IMC conditions prevailed for thebusiness cross country flight and an !FR flightplan was filed. The flightdeparted Austin, TX at 0940. The crew reported that during the descent and vectors for the approach the airplane began to accumulate moderate, clear ice. The crew heard on the aircraft communication radio aBoeing 737 land atLove Field and report braking action fair. Amaster warning lightillumination inthe cockpit indicated that the horizontal stabilizer heat had failed. The crew continued the approach to getthe airplane out ofthe icing conditions and on the ground as soon aspossible. Considering the possibility ofice accumulation on the horizontal stabilizer, the touchdown speed was 120knots inlieuof 108 knots and the flaps extended to 10degrees inlieuof30 degrees. continued 

## JPROBABLE

CAUSE: 

### 00-01-27 MU-300 N900WJ (continued)

The captain further stated that "on the approach, we broke out as expected and had good visibility ofthe runway and noticed that the runway had slush on it". The aircraft touched down approximately 1

### ,500ft. down the runway andthe captain began applying the brakes. The aircraft did not have anybraking action and the anti-skid was not pulsing. With about 1

### ,500 ft. ofrunway remaining, itlooked to the captain like there would be enough available runway to stop the aircraft. Beyond the departure end ofthe runway, there was asteep downhill embankment and telephone poles. The captain forced the aircraft to depart the right side ofthe runway to avoid the telephone poles. After the aircraft started down the embankment, the nose gear . collapsed and the airplane came to rest. The passengers and crew exited the aircraft and walked to the fixed base operator (FBO). The captain called the control tower to advise them-of the situation, as aduring the walk to the FBO the crew had not observed any emergency vehicles responding to the site. The crew reported the temperature at 

### 32Fwith abroken cloud layer at 

### 600ft. AGL and the overcast layer at 

### 1,200 ft. The 

### 3/4mile visibilitywas reduced at times to

~ mile due to mist. The FAA inspector responding to the site reported icingconditions with ice and slush on the runway. Precipitation inthe form ofsleet was reported bythe inspector. Following aircraft inspection, structural damage was found to the right wing rear spar atthe wing route and damage to the leftmain landing gear and fuselage.

Pilot's decision to continue the approach in freezing rain with afailed stabilizer anti-ice system. Acontributing factor was the slush covered runway

SOURCE: NTSB OPERATOR: Matrix Aviation, Denver, CODATE AlRCRAFT REGNO. OPERATOR TIME DATA SIN PURPOSE PHASE DAMAGE
00-03-12 Lear 60 N 240FX Fractional Landing Substantial 0840 MST SIN 167 Positioning INJURIES: Fatal Serious MinorlNone Pass: Crew: 2 Other:
LOCATION: Jackson Hole, WY AIRPORT: Jackson Hole Airport, Runway 18, elevation 6,445 ft., length 6,299 ft.,

width 150 

## n., 0.61 % upslope. WEATHER: VMC. 1,200 ft. overcast, vis. 10 mi., wind 030/09. wind shifted to 010/07 close to time of aircraft touchdown. PILOT DATA: PIC and SIC

- ATP rated
SUMMARY: On March} 2, 2000 at approximately 0840 MST, aLearjet 60,

registration N 240FX, was substantially damaged when it overran Runway} 8 during the landing roll at Jackson Hole Airport, Jackson, WY. The airline transport pilot and airline transport co-pilot were not injured. The airplane was operating under Title i4 CFR Pari 91 for the positioning flight. VMC conditions prevailed at the time of the accident and the cross country flight originated at Provo, UT approximately one hour before the accident. An IFR flight plan had been filed. The pilot said that during the landing roll, the airplane slid off the end of Runway 18 approximately 35 yards. Subsequently, the nose wheel landing gear separated and punctured the pressure hull. The weather the night before was a mixture of snow and rain leaving the runway in a 50% braking capability condition that morning. Although the weather was reported at J,200 ft. overcast. the pilots actually broke out at about l.000 ft.

continuedPROBABLE

CAUSE:

SOURCE: 00-03- 12 N 240FX (continued) L-60
Due to the terrain inJackson Hole, thepilots opted for aprecision ILS approach to Runway 18rather than the non-precision approach for landing to the north. The wind was reported by (AWOS) as 030109 kts. during the approach however, closer to touchdown, the wind shifted to 010/07 kts. giving the pilot atail wind component ofapproximately 6.5 kts. The Vref speed designated was 135 knots which both pilots confirmed was flown. The tail wind coupled with the increased air speed put the aircraft on final approach closer to 160knots ground speed. In addition, the runway was contaminated with freshly "broorned" snow. Runway conditions reported at 0561 local time stated the runway was coated with athin layer ofice and braking action was fair. The aircraft "touched down 800 to I,000 feet down the runway. Reportedly, the captain stated he used "emergency braking" inresponse to the minimal deceleration achieved through maximwn braking. According to the NTSB, the Lear 60 flight manual indicates that when emergency braking isused, the anti-skid protection isdeactivated. The CVR recorded ahighpitch sound at 0839:44 which was the high-pressure air ofthe emergency braking system being activated. The flight manual also states that landings on contaminated runways are allowed only under the following conditions: headwind ofbetween 0and 30knots, runway gradient of

-I.0% to 2.2% and with an operating anti-skid system. Neither ofthe ATP rated pilots was injured although the aircraft sustained substantial damage. According to the NTSB, both pilots had ample experience in Learjets but little experience with contaminated runways at high elevations. Although the tailwind, runway condition and density altitude were significant factors in fhI" :lrrirlpnf fhI" invp<:tio:lf ion ronfinllp<: f>V:llll:lfino no<:<:ihlpmprh~nir~1 f:='ihlrp
-~ ~._- ---------";1 ---- -_. -·~--o-·---- -..... -------~ _.-...



### -----0 r.....

~~---- -----.--..---- ---~- and other factors. Thrust reversers were mechanically pinned to the forward thrust position due to amaintenance discrepancy.
The failure ofthe pilot to follow the airplane manufacturer's recommended landing procedures for acontaminated runway by landing with atail wind. Factors were the inadvertent deactivation ofthe anti-skid protection, the icecontaminated runway, and the snow covered terrain beyond the runway.
NTSB OPERATOR: Flex.let, Dallas, TXDATE

TIME 00-04-04 1721 EDT INJURJES: AIRCRAFT

DATA REGNO.



### SIN OPERATOR

PURPOSE PHASE DAMAGE DA-20C N 175GA



### SIN 45 CommlAirTaxi Landing Minor

Positioning Fatal Serious MinorlNone Incident Pass: Crew: 

### 2 Other: Ltl-lA LOCATION: Opa Leka, FL AIRPORT: WEATHER: i-~ •... /i..1j Opa Loka Airport, Opa Loka, FL YMC, not afactor PILOT DATA: PIC: ATP rated
SurvIMARY:



# l On April 4, 2000, at about 1721 EDT, aDassault Falcon DA-20C, registration N 175GA, operating as a 14CFR Part 91 positioning flight, experienced afailure ofthe leftmain landing gear to extend for landing and an excursion offthe runway edge during landing roUout at Opa ~. FL. V1'vIC

conditions prevailed and anIFR flightplan was filed. The airplane sustained minor damage and the ATP rated PIC and commercial rated SIC were not injured. The flight leftLouisville, KY about :2hours 21 minutes before the accident. According to the pilot, when the landing gear handle was selected down by the SIC, none ofthe three landing gears extended. The pilot commanded the gear handle up and back down asecond time, but again, to no avail. Atthis point, the pilot executed ago around. and on hisdownwind leg, he commanded the reading and execution of. "Procedure An ofthe checklist for, "Landing Gear Extension Failure", (there isaProcedure B and aProcedure Cthat should be followed insequence, if necessary). At the completion ofthe "Procedure A", the right main and nose gear indicated extended however the leftmain gear indicated not extended, and the pilot lost allhydraulic boost to the night controls. At this point the pilot declared an emergency and stated he would be landing as soon as possible.

continuedPROBABLE

CAUSE: 00-04-04 DA-20C N 175GA (continued)

The aircraft landed and stayed on the runway with damage occurring to the left outboard slat and wingtip.
Inspection ofthe lefthand landing gear found the shuttle valve (PIN A2-23769) for the landing gear door actuator (PIN A23729) separated from the actuator body and leaking hydraulic fluid. Both system #1 and #2 hydraulic reservoirs were low on hydraulic fluid.

SOURCE: NTSB OPERATOR: Grande Air Express, Inc.



# J

# (
DATE AIRCRAFT REGNO. OPERATOR

TIME DATA SIN PURPOSE PHASE DAMAGE 99-0] -22 CE-650 N 782QS Fractional Landing Substantial 1520 EST SIN 7082 Training INJURlES: Fatal Serious MinorlNone Pass: Crew: 4 Other:
LOCATION: Co]umbus,OH AIRPORT: Port Columbus Int'l. Airport WEATHER: VMC. ]0,000 ft. scattered, 25,000 ft. broken, vis. ]0mi., wind] 70/14,

gusts to 19knots, temp. 70F, dew point 54F PILOT DATA: PIC: ATP rtrted- 'O? -. .,~ {...L..,..-".~,Hfr.r77Tf...;,..-

SIC: ATP rated
SUMMARY:


# l OnJanuary 22, J999 at about] 520 EST, aCessna 650 Citation VII, registration N 782QS, was substantially damaged when the right main landing gear collapsed during landing at the Port Columbus Int'l. Airport. The flight was conducted under] 4 CFR Part 9] as atraining
acompany intern were not injured. YMC conditions prevailed and no flightplan had been filedforthe flight which departed the Cincinnati Municipal-Lunken Airport. In awritten statement, the pilot said "everything seemed routine until touchdown. After the weight ofthe airport settled on the mains, we heard aloud 'pop' and the right gear collapsed. We did everything to keep the airplane on the runway"

0 The airplane veered offthe right side ofRunway 28L, a 10,250 ft. long, ISO ft. wide asphalt runway. It then contacted the C-4 taxiway sign located about 7,650 ft. from the approach end ofthe runway.
continuedPROBABLE

CAUSE:

SOlJRC~: 99-01-22 CE-650 N 782QS (continued)

Examination ofthe landing gear system did not reveal any malfimctions or internal component failures. Further testing revealed itwas possible lor the airplane's side brace actuator to unlock mechanically byrepeated cyclic compressive loading. When the compressive load was cycled between near zero, up to values ranging from 

### Y; the maximum limit.value to near the maximum limitvalue, the side brace actuator could be induced to unlock ina minimum of50 cycles. Damage was classified as substantial bythe FAA inspector assigned. Winds reported atthe airport at 1451 were from 170 degrees at 14 knots with 19knot gusts.
The probable cause ofthis accident assigned bythe NTSB was the collapse ofthe airplane's right main landing gear due to inadequate design by it's manufacturer.

NTSB OPERATOR: Executive Jet, NetJets, Inc. Columbus; OHDATE AlRCRAFT REGNO. OPERATOR

TlME DATA 

### SIN PURPOSE PHASE DAMAGE 99-02-16 G-ll N 711TE Comm/AirTaxi Landing Substantial }3]8 PST SIN 105 Passenger INJURlES: Fatal Serious Minor/None Pass: I Crew: 3 Other:
LOCATION: Vag Nuys, CA AlRPORT: Van Nuys Airport, Runway 16R WEATHER: VMC. 10,000 ft. scattered, 14,000 ft. broken, vis. 09 rni.,wind 04 knots,

temp. 63F, dew point 36F PILOT DATA: ATP rated PIC,.9,000 total flighthours
SIDvfMARY:



# l OnFebruary 16, 1999 at 1318 hours PST, aGrumman G-1159 Gulfstream-II, registration N 711TE, sustained substantial damage when itdeparted the end ofRunway 16after landing atthe VanNuys Airport. CA. The airline transport pil~st officer, flightattendant and sole passenger were not injured. ~ flightwas conducted as an on-demand, domestic passenger flight under 14CFR Part 135.Three parked and unoccupied aircraft were destroyed; one sustained substantial damage and another minor damage when the G-II aircraft traveled into atie down area. Visual meteorological conditions prevailed. According to the flight log on the aircraft, the G-Il had departed Westhampton Beach, NY at 0957 EST with three crew members and eight passengers. The flight terminated inMontrose, CO and seven passengers deplaned. The aircraft then departed for VanNuys. The passenger stated that the flight was unremarkable through the early stages ofthe approach. Allthree crew members were inthe cockpit area withthe cockpit door to the cabin closed. The seat belt light was illuminated but no other briefing was conducted.

continued99-02-16 Gulfstream II N 71lTE (continued) The passenger further stated that the approach then assumed an angle steeper than any he had previously encountered and the speed was "very, very, very fast". Hepressed illsfeetinto the seat back infront of him. For the last three orfour minutes ofthe flight, he heard aloud, rapidly repeating, beeping sound through the cockpit door. He also stated that he usually hears two sounds during the approach. One, he believes to be the speed brakes being deployed and the other, the landing gear going down. He was not aware ofthe first sound on this flight and he never got the sense that the aircraft was slowing down. The passenger reported that the aircraft maintained it's steep angle of descent and high speed until over the runway. After maintaining ahigh speed at what he estimated to be 30 to 40 feetover the runway for some time, the passenger said hethought the aircraft had better get on the ground or go around. After that he feltthe mainwheels touch down but he thought the nose wheel was stillinthe air. Eventually the nose dropped but he did not hear the thrust reversers spool up. He said hehad no sense of slowing down as the aircraft was progressing down the runway. The he heard the reversers spool up and hewas pulled forward inills seat. Braking attempts did not feel successful to

# rum; he could feelthem cycle on and off The aircraft turned sharply to the leftand feltlike it was banking to the left. At that point hethought the right wheel was off the ground and the aircraft would roll over. He could see that they continued to travel over agrassy area and back onto pavement. Then he could see and hear them hitting parked aircraft. Four smaUplanes and a pickup truck were damaged and more than 300 gallons offuel spilled out ofthe airplane. The aircraft stopped and hedidnot see any fire. The passenger further stated that shortly after the aircraft came to a stop, the cockpit door flew open and the crew tried to unsuccessfully open the entry door. None ofthe crew members directed any attention to him. At tillspoint he noticed what bebelieved to be fuel running down the top ofthe wing and he said, "I think wehave aproblem". He heard crew members say"Oh God, we'll go out the back", and "let's go". Allthree crew members ran byhimto the back ofthe aircraft and exited through the baggage door without directing anycomments to

## rum or offering ~assistance. He went to the back ofthe aircraft andjumped to awaiting fireman. 

# ~i'-1 continued

'---- Coovr-ioht ROBERT E. BREILING ASSOCIATES

# JSOURCE: 99-02-16 Gulfstream II 

### N 7lITE (continued)
Several ground witnesses observed the aircraft travel over the runway at what appeared to them to be higher than normal speed. Two observers estimated the aircraft touch down on the runway almost abeam of the control tower. Two witnesses saidthe flaps were down. Amechanic experienced on Gulfstream aircraft observed the touchdown and stated that itlooked likeithithard and there appeared to bemore smoke than normal. He also noted there were alternating puffs ofsmoke and clearing. The right side smoked more than the left. AnFAA inspector measured 3,400 feet ofskid marks on the 8,00] ft. long runway starting near Taxiway] 3G. He measured another 1,072 ft. to the aircraft's finalresting point. The aircraft hadtouched down approximately 4,000 ft. down the 8,000 ft.runway. The aircraft struck arow ofwest facing parked aircraft with it's left wing and nose, then stopped on aneasterly heading. Approximately 100 ft. offence was knocked down or tom bythe various aircraft. The nose ofthe G-II was over the fence and into aparking lot. The leftwing ofthe G-II exhibited numerous scrapes and dents and had several large gauges init's leading edge. Several nose gear components suffered impact damage. The nose gear was pushed back and leaking fluidfrom a fractured line. The nose gear had to be removed to facilitate separation ofthe damaged aircraft and more fluidleaked out. The outboard right main tire was flat. On February 17, ]999, the day following the accident, another nose strut assembly and anew maintire were installed on the G-Il and itwas towed to thejet center at Van Nuys. The two cut nose wheel steering cablesWerepulled manually and the cockpit control was observed to follow these leftand right movements. Jet Center mechanics performed operational checks asprescribed inthe Gulfstream computerized maintenance program andthe Safety Board and FAA observed these tests. The ground spoiler, thrust reverser and anti-skid tests were tested and complied satisfactorily with those test requirements.
NTSB OPERATOR: Trans Exec Air Service, Inc.. Santa Monica. CA 

# lDATE AIRCRAFf REGNO. OPERATOR

TIME DATA SIN PURPOSE PHASE DAMAGE 99-02-18 MU-300 N llODS Private Landing Substantial 1142 CST SIN 005 Passenger INJURlES: Fatal Serious Minor/None Pass: 6 Crew: 2 Other:
LOCATION: CoJumbus, NE AJRPORT: Columbus Municipal Airport Runway 32, 5,680 ft.

### x 100 ft.

wet/snow/ice covered WEATHER: IMC. 100 ft. overcast, vis 1mi., wind 020/13, temp. 28F, dew point 26F PILOT DATA: Commercial rated pilot
SUMJv1ARY: On February 18, 1999 at 1142 CST, aMitsubishi MU-300, registration

N IIODS, operated by acommercial rated pilot, overran Runway 32 (5,680 ft. by 100 ft.) at the Columbus Municipal Airport, Columbus, NE while landing. The pilot incommand, co-pilot and sixpassengers were not injured. The airplane was substantially damaged. The 14CFRPart 91 flightwas operating ininstrument meteorological conditions on anIFR flightplan. The flight originated from San Jose, CA. The pilots flew the VORIDME runway 32 approach then circled over the runway to check conditions. The airplane overshot the tum onto finalapproach and witnesses recalled seeing the airplane ina steep left bank on final approach. Witnesses reported the airplane touched down approximately 3,000 feet down the 5,682 ft. long runway. The airplane traveled offthe end ofthe runway into snow covered terrain where the nose gear and forward fuselage were damaged. The runway was plowed just prior to the accident, however braking action was stilIreported poor. continuedPROBABLE

CAUSE:

SOURCE: OPERATOR: 99-02-18 MU-300 NI10DS (continued)

The probable cause ofthis accident assigned bythe NTSB was the pilot-in-command failed to attain the proper touchdown point during landing. Factors associated with the accident were rough, snow covered terrain encountered offthe end ofthe runway, and the low ceiling at the time ofthe landing.

NTSB Delta Star Inc., Hawthorne, NevadaAIRCRAFT DATA REGNO.

SIN DATE TIME OPERATOR PURPOSE PHASE DAMAGE BE-400A N400VG

SIN 113 CorplExec Landing Substantial 99-04-17 1451 EDT Passenger INJURIES: Fatal Serious MinorlNone Pass: Crew: Other: 4 2 2

LOCATION: Beckley, WV AIRPORT: Raleigh County Municipal Airport, Beckley, WV

Runway 28, 5,000 ft. x ]00 ft. asphalt WEATHER: VMC. 6,000 ft. scattered, vis. ]0 rni., wind 290/15, gusts to 2],

temp. 48F, dew point 23F PILOT DATA: PIC: ATP, 4,700 total hrs., 107 intype, last check, Jan.'99

SIC: ATP, 6,]]] total hrs., 125 intype, last check, Jan'99 SUlv1MARY: OnApril ]7, 1999 at about ]451 EDT, aRaytheon BE-400A, aBeechjet, registration N 400VG, was substantially damaged while landing at the Raleigh County Municipal Airport, Beckley, WV. Two flight crew members and four passengers were seriously injured. Two passengers sustained minor injuries. VMC conditions prevailed and an instrument flightpian had been rued for toe flightthat departed Palm Beach Int'l. Airport, Palm Beach, FL about ]300. The corporate flight conducted under CFR Part 9] landed on Runway 28 about ]/3 beyond the approach end ofthe runway which was 5,000 ft. long, 100 ft. long, asphaltAreview ofthe CVR revealed the co-pilot said the airplane was" Vref plus about 20 lets."when the airplane was ]00 ft. over the threshold. Awitness atthe airport stated that he was infront ofthe airport line office when he observed the accident airplane touch down to the right ofhisposition. He stated that the airplane touched down "hard like it fellout ofthe sky" and observed "a lot ofblue smoke" coming from the airplane tires. He looked away and when he looked back atthe runway, he observed the tail ofthe airplane disappear below the grass area which extended beyond the runway. 

# l continued99-04-17 BE-400A N400VG (continued) In atelephone interview, the passenger who was seated on the right side ofthe airplane inthe second row, stated that itwas very windy and itseemed likethe pilot was having adifficult time getting the airplane on the ground. At some point after the touchdown, helooked out the cockpit window and saw the end ofthe runway. He said the airplane seemed like itwas stillmoving "pretty fast". As the airplane approached the end oftherunway, hecould see smoke coming from it's tires. The airplane entered the grass area andhethen sensed the airplane was falling. Another passenger, who was seated on the right side ofthe airplane in the last row, stated he saw the runway while the airplane was on approach to the-airport. He saidthat he did not pay much attention to the landing, however, within a second or two, heknew that the airplane had reached the middle ofthe runway. As the airplane continued down the runway, he thought the airplane would not be able to stop before the runway end. He felt the airplane enter the grass area. The airplane then became airborne, pitched down and impacted the ground. Athird passenger descnbed the impact as sudden "like we hit abrick wall". A pair ofparallel tire marks which were about 9 ftAin. apart from each other were observed to begin 3,200 ft. beyond the approach end of Runway 28. Some ofthe tire marks contained a series ofequal spaces inbetween the tire marks. The tire marks extended past the end ofthe runway and onto the grass area. The grass area at the end ofRunway 28 extended about 106ft. The terrain then sloped down at about a45 degree angle for approximately 90 ft. then reached aplateau. This area contained small trees, bushes, rocks and several previously cut trees. Beyond the plateau was awooded area with continued down sloping terrain. The aircraft came to rest on the plateau, upright and on amagnetic heading of250 degrees. All major components ofthe airplane were accounted for at the scene. The airplane's nose section was buckled slightly and crushed upward. The tailcone was partially separated and canted to the left. The area near the tail cone was crushed upward. The leftwing sustained minor damage and the right wing leading edge near the wing tip and an area near the wing root sustained impact damage. There was no scraping or scratchingobserved on the underside ofthe fuselage or wings. The airplane's leftmain landing gear was found extended. continued 

# l

# r 99-04-17 BE-400A N 400VG (continued) The right main landing gear was collapsed outboard near theright flap and the nose gear was collapsed and crushed intothe forward cockpit area. The tread on the main landing gear tires exhibited even wear and no "flat spots" were observed. Flight control continuity was confirmed from the elevator, rudder and leftspoiler control services to the forward cockpit area. Damage to the forward cockpit area precluded acheck ofthe right spoiler. The PIC stated "as usual", he applied lightbraking and attempted to activate the thrust reverser (TR) system, however, theTR handles could not bemoved beyond the "Deploy-Reverse-Idle" position. After the PIC cycled the levers two to three times, hebegan to apply maximum breaking. The aircraft's thrust reversers were found partially deployed. The leftthrust reverser was canted slightly to the right. There was impact damage noted on the bottom ofthe leftreverser and the leftforward actuating ann was broken. The right thrust reverser was not damaged andcould be movedfreely. The left and right engines were not damaged and both engine compressor fanswere free of foreign object damage and mechanical continuity was confirmed between the Jow pressure turbine and low pressure compressor. Accessory gear boxes were rotated free byuse ofthe starter motors and fuelwas found inboth fuel inlet lines. The complete airframe examination, including the TR system did not reveal any pre-impact malfunctions. Both crew members were former military pilots and were hired about six months prior to the accident. Both pilots attended atraining program forthe BE-400 at Flight Safety International, Wichita, KS and began flying the accident airplane in January, 1999. The PIC held an airline transport pilot certificate with amulti-engine land rating and aBE-400 type rating. He reported 4,700 hours oftotal flightexperience on hismost recent application for an FAA firstclass medical certificate which was issued June 6, J998. The PIC's log book revealed he had flown about 126total hours since December 16, 1998 ofwhich 107hours were inthe BE-400A He also stated that henever performed alanding without the use ofthe thrust reversers. The co-pilot held an airline transport certificate with amulti-engine land rating and aBE-400 type rating. He reported 6,111 hours oftotal flightexperience in January, 1999 and his log book revealed hehad flown 142hours since January, 1999 including 125 hours inthe BE-400. Winds atthe time ofthe accident were reported from 290 at 15gusts to 21 knots. continued

----------------- CqJyr,ght ROBERT E. BREILING ~ccnrIA"""'~

# l PROBABLE

CAUSE:

SOURCE: 99-04-17 BE-400A N 400VG (continued)

Wind reported at the time ofthe accident was 290 degrees at 15kts. gusting to 21 kts.

The probable cause ofthis accident as determined bythe NTSB is: The pilot-ill-command misjudged his altitude and airspeed which resulted inan overrun. Contributing to the accident were the pilot's lackoftotal flight experience in make and model, the pilot's reliance on the airplane's thrust reverser system and his inability'to engage the airplane's thrust reverser system for undetermined reasons.

NTSB OPERATOR: Vecellio and Grogan, Beckley, WV

~--------------_ CqJyrtght ROBERT E. BREllING ASSOClATES

-DATE AIRCRAFT REGNO. OPERATOR TIME DATA SIN PURPOSE PHASE 

### DAMAGE

, - 99-07-01 L-60 N 219FX Fractional Landing Substantial

2224 EDT SIN 007 Passenger INJURlES: Fatal Serious MinorlNone Pass: 1 Crew: 2 Other:
LOCATION: Hyannis, MA AIRPORT: Barnstable Municipal Airport, Hyannis, MA

Runway 24, length 5,425 fLwidth 150 ft. asphalt, grooved WEATHER: VMC. 1,000 ft.broken, vis. 7mi., wind 230/18 gusts to 25 knots,

temp. 73F, dew point 72F PILOT DATA: PIC: ATP rated, over 7,000 total hrs., 2yrs. flyingthe L-60"H'71 u/"'11}ci~J

SIC: ATP rated, over 4,000 total hrs.
SUMMARY: On July 1,1999 atabout 2224 EDT, aLear 60, registration N 219FX,

was substantially damaged while landing attheBarnstable Municipal Airport, Hyannis, MA. The certificated airlinetransport pilot, co-pilot and two passengers were not injured. Vi\lC conditions prevailed and an instrument flightrules flightplan was filedforthe flightwhich originated atthe Dulles International Airport, Herndon, VA. The executive transport flightwas conducted under CFR 14Part 91. The airplane had beenpreviously positioned to Bradley Inr'l. Airport, Windsor Locks, CT formaintenance work. The flightcrew was instructed bydispatch personnel to flythe airplane from Bradley to Dulles to pick uptwo passengers. The flight departed Dulles andproceeded uneventfully to Hyannis. Two miles from Hyannis, while on the ILS to Runway 24, the crew noted that the leftand right amber HYDR PRESS lights began to illuminate.

continued

~.

__ .L. OflOCOT C ODCII ,/\,r- .~~~~ .•~~99-07-01 L-60 N219FX (continued) When the lights began to flash with more regularity, the crew discussed whether to continue or divert to another airport. The captain decided to proceed to the destination airport that had a 5,425 foot runway. After touchdown, the captain applied normal braking but the brakes didnot respond. Additionally, the crew attempted to use the thrust reversers which also didnot respond. The captain then attempted to apply emergency braking but the emergency brake lever would not move. The captain then requested the firstofficer to apply emergency braking. The captain then decided he was aborting the landing, immediately after which the first officer successfully engaged the emergency brakes. The airplane proceeded offthe departure end ofthe wet runway, struck alocalizer antenna and came to rest inafence. Examination ofthe airplane revealed that the leftmain landing gear actuator extend hose leaked hydraulic fluid and was not torqued to specifications. Accordingto awork item sheet, acorrective action was entered on the sheet July 14, "replaced main gear actuator extend pressure hoses. Replaced unlocked main gear hoses with new Teflon hoses." The airplane flight manual stated that inthe event ofahydraulic pressure loss, "with no flaps, no spoilers, no thrust reversers and no anti-skid, the landing distance would be greatly increased. Multiply the actual landing distance for anti-skid on shown inSection V ofthe manual byafactor of3". The calculated landing distance, uncorrected, was 3,690 feet. The factor of3required an 11,000 foot runway. No abnormal or emergency quick reference check listwere found inthe cockpit and there was no mention ofabnormal or emergency procedures inthe cockpit voice recorded transcript. An aircraft flight manual which contained an abnormal check listand procedure section was found inthe side pocket next to the captain. Examination ofthe company personnel filesrevealed that the captain had been issued an "Employee Warning Notice," inAugust 1998, for failure to follow instructions and rudeness to employees or customers. The notice also stated that numerous first officers reported that the pilot was rude and discourteous when he addressed them, and that he was not promoting good cockpit resource management (CRM). The captain had not received company CRM training. The weather reported at Hyannis at 2236 EDT was broken clouds at 1,000 ft., overcast cloud layer at 1,500 ft. with winds from 230 at 18, gusts to 25 knots.
continued 

# IPROBABLE

CAUSE: 99-07-01 L-60 N 219FX (continued)

The probable cause ofthis accident assigned bythe NTSB was the flightcrews inadequate coordination and their failure to utilize checklists. Also causal was the captain's improper decision to continue the approach to arunway with insufficient length. A factor inthe accident was the improper maintenance.

SOURCE: NTSB OPERATOR: Bombardier Aerospace FJexJet, Dallas, TXDATE AlRCRAFT REGNO. OPERATOR TIME DATA 

### SIN PURPOSE PHASE DAMAGE 99-08-16 CL-600 N63HJ Comm/AirTaxi Landing Substantial 2347 EDT 

### SIN 1021 Positioning INJURIES: Fatal Serious 

### Minor/None Pass: Crew: 3 Other:
LOCATION: Fort Lauderdale, FL AIRPORT: Fort Lauderdale Executive Airport WEATHER: VMC. Sky clear, vis. 10mi., wind 110105,temp. 83F, dew point 75F PILOT DATA: PIC: ATP rated
SUMMARY:

SOURCE: OPERATOR: OnAugust ]6, ]999 at about 2347 EDT, aCanadair CL-600,

registration N 63HJ, operating as aCFR 14Part 91 positioning flight from Pueblo, CO to Fort Lauderdale, FL ran offthe side ofthe runway, collided with ataxiway sign and collapsed the nose landing gear while landing on Runway 8at the Ft. Lauderdale Executive Airport. VMC conditions prevailed at the time and an instrument flightrules flight plan was filed. The aircraft received substantial damage and the airline transport rated pilot, first officer and the flight attendant were not injured. The flight originated from Pueblo, CO on the same day at about 2018. The flight crew reported to the operator that the first officer was flying the aircraft. Landing touchdown on the main landing gear was normal. As the nose landing gear touched down, the aircraft began to veer to the left. Attempts to correct the drift were unsuccessful and the aircraft ran offthe left side ofthe runway, collided with ataxi sign and collapsed the nose gear.
NTSB Hop-a-Jet, lnc., for Chaljet 1021 Holdings Inc.. Ft. Lauderdale, FL

C 1

__ 

# f ,J (0 4~;o ILJ,A qI/lt",r;n'~/ &r1(..,I) r-"'/ /1 ., C,'Y"" r,,1/JP< 

### 4,,""" /"1!ft·<>d~r, 

## :;.14-

-------- C~yr'ght ROBERT E. BREILING ASSOCIATESAIRCRAFT DATA REGNO.



### SIN OPERATOR

PURPOSE DATE TIME PHASE DAMAGE

INJURlES: Fatal N 224SC Private Landing 

### SIN 100 Passenger Serious 

### Minor/None

2 I Substantial L-24 99-09-26 0935 EDT

Pass: Crew: Other: LOCATION: Gainesville, GA AIRPORT: L8e Gilmer Memorial All-port, Gainesville, GA, Runway 29

4,100 ft. 

### x 100 ft., asphalt WEATHER: VMC. Sky clear, vis. ]0 mi., wind 060/07, temp. 68F, dew point 61F PILOT DATA: PIC: Private rated. SIC: Commercial rated SUMJ\1ARY: On September 26, ]999 at 0935 EDT, a Learjet 24, N 224SC, operating

as a 14 CFR Part 91 personal flight, overran Runway 29 during landing at the Lee Gilmer Memorial Airport, Gainesville, GA. VMC conditions prevailed at the time and an instrument flight rules flight plan was filed. The aircraft received substantia] damage. The private rated pilot and one passenger received serious injuries. The commercial rated co-pilot and two passengers received minor injuries. The flight had originated from Sarasota, FL at about 0820 on the same dRy The co-pilot stated that as they approached the airport, they called on UNICOM to receive information about the active runway. No answer was received from UNlCOM but they did hear from the pilot of a Cessna] 72 report he was using Runway 29. They approached the runway at about] 20 kts. Touchdown and initial rollout were normal. As they crested the top ofthe hill around Runway 4-22, they observed that the aircraft was not decelerating. Attempts to stop the aircraft on the runway were unsuccessful and as they approached the runway end, they veered to the left. The aircraft overran the runway, went dO\\iTI an embankment, crossed a four lane road and came to rest in a drainage ditch. SOURCE: NTSB OPERATOR: Dolphin Aviation lnc., Sarasota, FL

~~O>:$1.6';',.o.4~ '" I(.Ql.·7a<iI'l~5J 

### (Iv" ,,- "<-'D.~-V C~I/lv 

### /;;<.-
.... -1/1.1.'-"') .?-,.~ c ~ 1',...

f/ S/c~'.;

----------------------- C~yrr9hc ROBERT E. BREfLlNG ASSOCIATESDATE AIRCRAFT REGNO. OPERATOR

TIME DATA SIN PURPOSE PHASE DAMAGE 98-03-04 CE-650 N 502T Corporate Landing Substantial 0905 EST Citation VII SIN 7067 Passenger INJURlES: Fatal Serious Minor/None Pass: 7 Crew: 2 Other:
LOCATION: Manistee, Ml



## - AIRPORT: Blacker Airport, Manistee, Ml WEATHER: IMC. 200 ft. scattered, I,100ft. overcast, vis. 4 miles,

wind 350/08, temp. 30F, dew point 25F PILOT DATA: ATP rated PIC
SUMMARY: On March 4, 1998 at 0905 EST, aCessna CE-650 VB, registration

N 502T, experienced anose gear collapse during an overrun landing on Runway 09 (5,502 ft. x ]00 ft.) atthe Manistee County

-Blacker Airport, Manistee, MJ. The 14CFR Part 91 corporate flight was operating ininstrument meteorological conditions on an IFR flight plan. There were two pilots and seven passengers on board none of which were injured. The airplane was substantially damaged. The flightoriginated from Waukegan, IL at0835 EST. The airplane touched down approximately 3,100 to 3,200 ft. down the 5, 502 ft. long runway. It continued offthe end ofthe runway where the nose gear collapsed, puncturing thepressure bulkhead. The A

## was report received bythe flightcrew during the approach reported the weather atthe airport as partially obscured with a200 ft. broken ceiling. Minimum descent altitude forthe approach was 441 ft. with weather minimums ofa 500 ft. ceiling and I 1/4milevisibility. The flightdata recorder shows the airplane touched down at an airspeed of 138knots. The crew called out aVrefspeed during the approach of] 32knots. 

# l

C~YT'l9ht ROBERT E. BREILING ASSOCIATESPROBABLE CAUSE:

SOURCE: OPERATOR: 98-03-04 CE-650 VII N 502T (continued)

The probable cause ofthis accident was the pilot's excessive airspeed during landing, exceeding the proper touchdown point and failure to execute amissed approach.

NTSB Tenneco Management Co.

_____ -.-,_ r""I.~_.t ••.• " 

# jDATE AIRCRAFT REGNO. OPERATOR

TIME DATA SIN PURPOSE PHASE 98-05-23 Lear-24B N lOODL Commercial Landing 0400 EDT SIN 201 EMS INruRIES: Fatal Serious MinorlNone Pass: 4 Crew: 2 Other: LOCATION: Orlando, FL DAMAGE Substantial

AIRPORT: Orlando Executive Airport, Orlando, FL WEATHER: VMC. Sky clear, vis., 5rni.,wind 273103, temp 72F, dew point 70F PILOT DATA: Cornm. rated PIC and SIC SUMMARY:

SOURCE: OPERATOR: On May 23, 1998, at about 0400 EST, aLearjet 24B, registration

N 100DL, ran offthe end ofRunway 7, and collided with anFAA equipment building shortly after landing atthe Orlando Executive Airport inOrlando, FL. The purpose ofthe flight was to transport aHuman Organ Transplant Team under Title 14CFR Part 135 and instrument flightrules. Visual meteorological conditions prevailed and an IFR flightplan was filed. The commercial pilot, firstofficer and fOUT

passengers were not injured and the airplane was substantially damaged. The on-demand passenger flight originated from Miami, FL at 0230, and was destined for Orlando Executive Airport. According to the pilot, while established on a short final,hecaned for flaps 20 degrees. The co-pilot activated the flap handle appropriately, however, the flaps didnot extend to the desired setting. The airplane touched down at about 120lets.and the pilot stated that "when the brakes were applied nothing happened." The pilot deployed the drag chute, applied emergency brakes and funreversers. The aircraft continued offthe end ofRunway 7. NTSB Allvl Airplane Co. Naples, FL

-"- """"<IT" RREILING ASSDCtAnS

# JDATE AIRCRAFT REGNO. OPERATOR

THvfE DATA SIN PURPOSE PHASE DAMAGE 6.;/f 98-07-02 DA-900 N 900CS ~l Landing Substantial 1149 PDT Passenger INJURIES: Fatal Serious MinorlNone Pass: 7 Crew: 2 Other:
LOCATION: AIRPORT: WEATHER: Hamilton, MT

Hamilton Airport, Hamilton, MT VMC. Sky clear PILOT DATA: PIC and SIC ATP rated SUMMARY: On July 2,] 998, at ]] :49PDT, aDassault Mystere Falcon 900,

registration N 900CS, operating as a ]4 CFR Part 9} personal flight, veered offthe side ofthe runway atHamilton, MT. and collided with the VASI lights during the landing roll. Visual meteorological conditions prevailed atthe time. Aninstrument flight rules plan was filed. The aircraft was substantially damaged. The two airline transport pilots andthe seven passengers were not injured

_The flighthad departed from San Francisco, CA, earlier that day. The pilot reported that after the thrust reversers were deployed during the landing roll, and the aircraft had slowed to 60 to 70 knots, itveered to the right, exited the runway then collided with the VASI lights. Skid marks leading to the exit point on the runway indicated that the right side tire marks displayed heavier braking action than onthe left side. Post accident testing performed on the anti-skid generators revealed that the left side inboard and outboard generators failedthe manufacturer's specifications. The right side inboard and outboard generators passed allmanufacturers specifications.

continued

"'--------

------ Ccpyright ROBERT E. BREILING ASSOCIATES98-07-02 DA-900 N 900CS (continued)
The left side generators were disassembled. The inspection didnot reveal any anomalies. A slight difference inthe brush wear between brush fittings was noted between the two generators. A short circuit between two adjacent collectors was found inthe outboard generator rotor fitting. The manufacturer's representative reported that the short circuit was not due to afailure within a cell acell ofthe rotor, but was likely due to contamination present between the two collectors. PROBABLE CAUSE: The probable cause ofthis accident was:

Partial failure ofthe anti-skid brake system due to contamination.

NTSB Aviation Methods

- operator, Charles Schwab and Co.

- owner

--------------------- Coowioht ROBERT E. BREILING ASSOCIATES SOURCE: OPERATOR:

### DATE T

### Ii~C: 

### 97-01-01 0225 CST


### INJURIES: AIRCRAFT

DATA REG NO.

SIN 

### N 8040A SIN 048 OPERATOR

PURPOSE PHASE DAMAGE Lear 35 CommlAirTaxi Cargo Landing Subst

Fatal Serious r~i

### nor/None Pass: Crew: 2 

### Other:
LOCATION: Kansas City, MO

~ 

### AIRPORT: Kansas City Downtown Airport, Runway 03, 5,022 ft. x 150

ft., concrete, dry WEATHER:· IMC. 100 ft. overcast, vis. 0.75 mi., wind 200/010,

temp. 52F, fog PILOT DATA: ATP. 8,132 total hrs., 4,711 hrs. in type, 234 hrs. last

90 days, 2,679 hrs. inst. time SUMMARY: On January 1, 1997 at 0225 CST, a Gates Learjet, Model 35,

registration N 8040A, was substantially damaged when the airplane went off the end of Runway 03 at the Kansas City Downtown Airport, Kansas City, MO. The airplane struck two aircraft and a hangar after departing the runway. Neither flight crew were injured during the accident. The 14 CFR Part 135 cargo flight was operating on an instrument flight plan, and instrument meteorological conditions prevailed at the time of the accident. The aircraft touched down long with but approximately 2,000 ft. of runway remaining and tire skid marks were seen for about 2,000 ft. on the runway. Although the tower had advised the crew that they had 2,000 ft. of runway remaining, the crew did not respond on the tower frequency. The airplane went off the runway, past the departure end of the runway and collided with two aircraft and a hangar. The airplane was not configured correctly for landing. The flaps were found at 20 degrees; both the AFM and company procedure recommended 40 degrees for landing. The drag chute was not used. Subsequent investigation revealed that there were no airframe or engine abnormalties and the pilots did not report any malfunctions with airframe or engines.

'---------------------- Ccpyri9ht ROBERT E. BREILING ASSOCIATES

### 97-01-01 Lear 35 

### N 8040A (continued) During an interview with investigators after the accident, the pilot stated he chose Runway 03 because it had the minimum visibility required for the approach. He was also aware that he was landing th~ aircraft with an almost direct tailwind. The investigation further revealed that the altitude bug on the co-pilot's altimeter was set at 900 ft. The published decision height for the ILS approach to Runway 03 is 994 ft. The last radar data for the aircraft showed that at 1,000 ft. (6 

### ft. above DH) the aircraft had a ground speed of 176 

### knots. The weather at the time of the accident was reported as 100 ft. overcast with a Runway 03 visibility range of 5,000 ft. The wind was from 200 degrees at 10 knots. The runway was wet. FINDINGS: 1. 

### Light Condition

- Dark night

2. 

### Weather Condition

- Low ceiling, fog, tailwind 3. Airspeed

- Excessive

- Flight Crew 4. 

### Procedures/Directives

- Not followed
- Flight crew 5. 

### Proper Touchdown Point

- Not attained

- Flight crew 6. 

### Airport Facilities, Runway/Landing Area Condition

_ Wet PROBABLE CAUSE: The probable cause of this accident was:

SOURCE: OPERATOR: AirNet Inc. dba as U.s. Check, Columbus, OH

The flight crew's excessive airspeed and failure to attain a proper touchdown point on the runway. Factors were: The fog, wet runway, tailwind and improper procedures by the fli

### ght crew

NTSB File No. 09

'--------------------- C~ght ROBERT E. BREILING ASSOCIATES

### DATE

TIr'IE 97-01-16 1515 CST

INJURIES: AIRCRAFT

DATA REG NO.

SIN 

### OPERATOR

PURPOSE PHASE DAMAGE Lear 24 N 99lTD Comm/AirTaxi Landing Positioning Subst

Fatal Serious Minor/None Pass: Crew: 2 Other:
LOCATION: Muscatine, IA AIRPORT: Muscatine Municipal Airport, Runway 23,5,500 ft. x 100 ft , ,



### asphalt, ice-covered, snow compacted WEATHER: VMC. Sky clear, vis. 10 mi., wind 290/19, temp. 3F PILOT DATA: Comm. SMELl, Lear 24,6,200 hrs. total, 700 hrs.

----- in type, 700 hrs.inst., 250 hrs. last 90 days SUMMARY: On January 16, 1997 at 1515 CST, a Lear 24, registration

N 991TD, piloted by a type rated commercial pilot, was substantially damaged when it departed the left side of Runway 23 (5,500 ft. by 100 ft., asphalt with patchy packed snow and ice) shortly after touchdown. The airplane slid about 300 yards before coming to a stop. Visual meteorological conditions prevailed at the time of the accident. The 14 CFR 91 positioning flight had been operating on a IFR flight plan. The pilot and co-pilot reported no injuries. The flight had departed Fort Wayne, IN, exact time unknown. The airplane departed the left edge of the runway about 800 ft. from the approach threshold. According to the operator of the airplane, the pilot stated that he had flown the approach at 120 knots indicated airspeed and touched down near 115 KIAS. According to the FAA Principal Operations Inspector, the airplane touched down on Runway 23 and began to drift to the left. The POI said the pilot told him he attempted to do a go-around but the left main gear tires began to roll through snow that dragged him further left. The airplane exited the runway's left edge and slid sideways about 300 yards.

'----------------------- C~ght ROBERT E. BREILING ASSOCIATES

### 97-01-16 Lear 24 N 991TD (continued)

FINDINGS: 1. Airport factilities, runway/landing area condition

-

snow covered 2. Directional control
- not maintained

- pilot in command 3. Ground loop/swerve
- inadvertent

- pilot in command 4. Aborted landing

- attempted
- pilot in command PROBABLE CAUSE: The probable cause of this accident was:

The pilot's failure to maintain directional control. A factor ~was the snow covered runway edge.

SOURCE: NTSB File No. 52 OPERATOR: American Air Network

--------------------- Ccw-ight ROBERT E_BREILING ASSOCIATES

### DATE TI;~E 

### 97-02-27· 1015 EST

INJURIES: AIRCRAFT



### DATA REG NO.

SIN 

### DAMAGE

OPERATOR PURPOSE PHASE L-35A N 440HM

SIN 294 Comm/AirTaxi Landing

Positioning Dest

Fatal Serious Minor/None Pass: Crew: 2 Other:
LOCATION: Greenville, SC AIRPORT: Greenville Downtown Airport, Greenville, SC) Runway 36,

5,393 ft. x 150 ft. asphalt, wet WEATHER: VMC. 2,400 ft. broken, vis. 0.5 mi.) wind variable 02 kts.)

temp. 52F, dew point 54F, rain PILOT DATA: ATP rated, PIC and SIC

SUMMARY: On February 27,1997 at 1015 EST, a Lear 35A, registration

N 440HM, operating as a 14 CFR Part 91 postioning flight, went off the end of the runway on landing rollout at Greenville Downtown Airport, Greenville, SC. Instrument meteorological conditions prevailed at the time of the accident and an IFR flight plan was filed. The airplane was destroyed. The airline transport pil~t in command sustained minor injuries and the airline transport rated pilot second in command was not injured. The flight originated from Atlanta, GA about 35 minutes before the accident. The second in command, who was also the chief pilot, stated that the pilot in command was cleared for an ILS approach to Runway 36. The airplane was off the centerline to the right over the fixed distance markers on final approach. The PIC took the required corrective action before touchdown. The Vref speed was 130+10 knots. The airplane floated and touched down long. The PIC moved the throttles to the idle position) deployed the spoilers and reversers.

'----------------------- Cq>~9ht ROBERT E. BREILING ASSOCIATES

### 97-J2-27 Lear 35A (continued) N 440HM


### He was looking inside the airplane at the reverser percentage, looked up and saw the 1,000 ft. fixed distance markers at the end of the runway approaching. The SIC informed the PIC that there was 1,000 ft. left. The PIC made no comment, applied brakes and more reverse. The airplane skidded and went off the runway downhill. The PIC inadvertently moved the throttles forward, the airplane crossed over a road and collided with a ditch. He moved the throttles to the idle position and pulled the fire handles. The PIC turned off the inverters and the battery and both crew members exited the airplane unassisted. The PIC confirmed the SIC's comments in a subsequent interview.

SOURCE: NTSB OPERATOR: Colvin Aviation, Inc., owned by Apple Jet, Inc.

"'-.;. CcpyriQht ROBERT E. BREILING ASSOCLATES

### DAE AIRCRAFT REG NO. OPERATOR T

### I,·1t 

### DATA S!N PURPOSE PHASE DAMAGE 97-03-20 NA-265-40 N-123CD fJ'14~~; 

### Landing Subst ~l+l 

### '''1rTtl~i 0716 

### i'1ST Passenger INJURIES: Fata1 

### Serious t1i nor/None Pass: 1 

# I Crew: 2

Other:
LOCATI ON: Hailey, 10 

### AIRPORT: Friedm}n Memorial Airport, Hailey, 10 

### WEATHER: VMC. 9,000 ft. 

### broken, vis. 30 mi., temp. 28F, dew point 16F



### wind, 340/08 PILOT DATA: ATP rated, PIC (1 

### SIC SUMMARY: On March 20, 1997 at about 0716 MST, the pilot of a North

American NA-265-40, registration N 

### 123CD, operating as a 

### 14 CFR Part 91 business flight, was unable to maintain directional control of the airplane during the landing roll at the Friedman Memorial Airport, Hailey, 10. 

### The airplane swerved to the left and collided with a snow bank off the side of 

### the runway. Visual meteorological conditions prevailed at the time and an instrument flight rules flight plan was filed. The airplane was substantially damaged and both airline transport rated pilots and their one passenger were not injured. The flight originated from Kansas City, MO 

### about 2 

### hours and 30 minutes before the accident. The pilot in command reported that after the airplane touched down, he applied reverse thrust. The airplane began to drift to the left and the pilot corrected with right rudder. The airplane did not respond and the pilot tried to correct with thellff.Se~wh.eel steering. The airplane continued to veer to the leff~triking a runway marker and subsequently collided with a snowbank. The nose gear collapsed and the airplane came to rest off the west side of the runway. j

# ~ I

SOURCE: NTSB

OPERATOR: Southwest Jet 

# l '-- Ccpyri9ht ROBERT E. BREILING A-q.c:;nrr.an:c:

### DATE AIRCRAFT REG NO. OPERATOR

TIME DATA SIN 

### PURPOSE PHASE DAMAGE 97-06-11 (E-501 N-IAT Business Landing Subst 1600 EDT Passenger INJURIES: Fatal Serious r~inor/None Pass: 7 Crew: I Other:
LOCATION: Berry Island. Bahamas AIRPORT: WEATHER: Ch b K I t t i I A" "'d." 11/'1C,I_ /c/C'(Jj..7C{ hr.
..

# er" U ~ 

### ey n erna lona 1

### rport rs-»: I -:> r« 

### VMC. 1.800 ft. broken, vis. 10 mi •• wind 060/07, temp. 84F, dew point 75F PILOT DATA: ATP rated SUMMARY:

SOURCE: OPERATOR: On June 11,1997 at about 1600 EDT, a Cessna Citation CE-50l

registration N lAT. was substantially damaged during an attempted go around while landing at the Chub Key International Airport. Berry Island. Bahamas. Visual meteorological conditions prevailed at the time and an IFR flight plan was filed for the 14 CFR Part 91 personal flight. The airline transport rated pilot and 7 passengers were not injured. The time of departure from Fort Lauderdale Internat-" ional Airport. Fort Lauderdale. FL was not determined. The pilot stated that the airplane was landed at about Vref airspeed with full flaps extended. During the landing roll with the speed brakes deployed. the anti-skid activated and the brakes applied, he realized that the airplane was not decelerating. With unsuitable obstructions ahead, he elected to go around and applied full thrust to both engines but doesn't recall if he partially retracted the flaps. The airplane failed to clear a grove of trees past the departure end of the runway and came to rest upright. The accident is under the jurisdiction of the ~overnment of the Bahamas. Director of Civil Aviation. Bahamas Betaco Inc, , Indianapolis, IN 

# l
..... C~ght ROBERT E. BREIUNG ASSOCIATES