EXHIBIT

I-i-1Bl13b

RUNWAY OVERSHOOT / RUNWAY SIDE EXCURSION

U.S. REGISTERED BUSINESS JET ACCIDENTS

1997 through 2006

for

NA TIONAL 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 ASSOCIATES
Introduction

U.S. registered business jet accidents involving runway overshoot or excursion off the

runway side were extracted from Robert E. Breiling Associates' accident database at the

request of Douglas Carr, Vice President, National Business Aviation Association for the

ten-year period 1997-2006.

Considering all business jet accidents and incidents reported worldwide, over 50% occur

in the landing phase.

Findings

Over the ten-year period, 1997 through 2006, 192 accidents were reported involving u.s.

registered business jet aircraft. 108 or 56.3% ofthe accidents occurred during the landing

phase of flight.

78·accidents or 78.2% of the landing accidents involved runway overshoot or excursion

off the nmway side. Of the 78 accidents, 52 or 66.6% involved runway overshoot and 26

or 33.3% involved veering off the nmway side.

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(

Findings (continued)

U.S. Business Jet Accidents - Runway Overshoot I Excursion

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. or longer runways

Landing accidents occurring on 4,000 to 4,999 ft. runways

Landing accidents occurring on less than 4,000 ft. runways

58

II

9

Weather condition during runway overshoot or excursion- 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

24.4
Landing 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 off runway side 5

Hydroplaned 4

Lost control night, IMC, fog, went off runway side 3

Veered/turned into runway arresting system 2

Contaminated runway condition reported as fair 2

Overshot runway due lack of braking action/puddles water 2

Runway overshoot, braking action reported poor to nil 2

Landed hard, veered off runway due wake turbulence I

Runway overshoot, reversers not armed I

Entered fog on final, veered to side and hit snow berm I

Landed left of unlit runway I

Fuel imbalance, aircraft veered off runway side I

Late abort, overshot contaminated runway I

Lost control on contaminated runway, went off runway side I

Hit construction equipment on runway, veered offrunway side I

Due late correction wingtip hit runway, aircraft veered off side I

Overshot runway following animal strike ]

Hard landing during training flight, veered off runway side I

Unstabilized approach, aircraft landed long, runway overshoot I

Lost control, veered off runway side due fatigue, ]7 hour duty day I

Veered off runway side landing on snow covered runway I

Total 78
Accident Report Summaries

The following accident reports involving runway overshoot or excursions off the runway

side were extracted from Robert E. Breiling Associates' Business Turbine Aircraft Accident

. Database for the period 1997 through 2006.

Where runway length and probable 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 in the 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 100 ft., asphalt

VMC

Two ATP rated pilots

On January 5,2006 at about 0800 CST, a Cessna CE-560, N 391 QS,

piloted by two ATP rated pilots, sustained substantial damage when the

right wing contacted Runway 36 during landing at the Lakeland Airport.

The airplane subsequently departed the runway and impacted a snowbank. The non-scheduled domestic passenger flight was operating under

14 CFR Part 135. VMC conditions prevailed at the time of the accident

and the flight was operating on an activated JFR flight planThe pilot, co-pilot and five passengers were not injured. The flight originated-from the Palwaukee Airport, Wheeling, IL at 0723_

NTSB File No_ CHl06LA058

NetJets

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DATE AIRCRAFT REGNO. OPERATOR

TIME DATA SIN PURPOSE PHASE DAMAGE

06-0]-24 CE-560 N 86CE CorplExec Landing Destroyed

0640 PST Ultra SIN 0265 Passenger

IN]URlES: Fatal Serious Minor/N one

Pass: 2

Crew: 2

Other:

~. -

WEATHER:

LOCATION:

AIRPORT:

Carlsbad, CA

Mcfllellan-Palomar Airport, Runway 24, 4,897 by 150 ft., asphalt

VMC, sky clear, wind 080115

PROT DATA: Two ATP rated pilots

SUMMARY: On January 24, 2006 at about 0640 PST, a Cessna CE-560, N 86CE,

impacted the localizer antenna platform during an apparent aborted

landing on Runway 24 at the McClelJan-Palomar Airport, Carlsbad,

CA The two ATP pilots and their two passengers received fatal injuries and the aircraft was destroyed by impact sequence and postcrash fire The 14 CFR Part 91 personal transportation flight departed

Friedman Airport, Hailey, ID at 0600 MST, had canceled it's IFR flight

plan and was executing a visual approach in VMC at the time of the

accident

According to numerous witnesses, the aircraft came across the runway

threshold at a speed significantly higher than they had observed with

other aircraft of the same or similar model. 1t reportedly 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

lifted off the surface near the departure end of the runway but it's

landing gear impacted the localizer platform structure and it's left wing

tip collided with a platform access ladder attached to the far left side of

the platform

continued
SOURCE:

OPERATOR:

06-01-24 CE-560 N86CE (continued)

The aircraft then traveled approximately 400 ft. past that point whereupon it settled to the terrain and then impacted much of the external

surface of a 150 ft. long commercial self storage building.

Just after coming to rest at the west end of the storage building, the

aircraft burst into flames and except for the empennage and the

engines, was almost totally consumed by the ensuing fire.

The weather was reported as clear VFR

NTSB File No. SEA06MA047

Goship Air, LLC, Ketchum, UT

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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: Fort Pierce, FL

AIRPORT: St. Lucie International Airport, Fort Pierce

WEATIIER: VMC

PILOT DATA: Private rated pilot

,

,

a. s

SUMMARY: On February 11,2006 at about 2115 EST, a Cessna 501, N 50]DR,

operated by an individual, had a loss of directional control during

landing at the St. Lucie Airport. VMC prevailed and an IFR flight

plan was filed for the ]4 CFR Part 91 personal flight from Columbia

Airport, Columbia, sc. The airplane was substantially damaged and

the private rated pilot and one passenger were not injured. The flight

~~"';~~.~A "h~ ••• 1O'ln Y;~T Vll5J-!J.Ul,",U UVVUl,. .•./..J~ ~t.J .•••

The pilot stated that after the flight proceeded to the destination, he

executed an ILS approach to Runway 09. He reported initially flying

the approach at an air speed of Vref plus IS to 20 knots and with full

flaps extended, slowed to about 95 knots and touched down within

300 to 500 ft. from the approach end ofthe runway. He reported that

during a landing roll he could not maintain directional control of the

airplane which was going side to side. He attempted to correct the side

to side motion with rudder control input.

According to the FAA inspector in charge, who examined the runway

and airplane, the airplane departed the right side of the runway and

came to rest on grass about 500 ft. south of the runway edge.

continued

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SOURCE:

OPERATOR:

continued

06-02-11 CE-SOI N 501DR (continued)

Rubber residue on the runway associated with the nose and right

main landing gear tires revealed the airplane was yawing to the right.

The right main landing gear tire was noted to be flat spotted and the

fork of the nose landing gear was noted to be fractured.

Runway 09 is 6,492 ft. by 100 ft., asphalt paved.

~~TSB File No. 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

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OPERATOROn February 1,2006 at 1317 EST, a Cessna 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 of the landing gear found the

upper portion of the gear trunion fractured and pulled out of the forward wing spar.

NTSB File No. ATL06LA04 J

Flight Services Inc. Tampa, FL

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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

1245 MST

CL-600

INJURIES: Fatal

Pass:

Crew:

Other:

LQCATIQN: ;\spell, CQ

AIRPORT: Aspen-Pitkin County Airport, Runway 15

WEATIIER: VMC, Sky clear, vis. 10 mi., wind calm, temp 6C

P~OT DATA: PIC - ATP, 11,800 total hrs., 350 hrs. in model, age 52

SUMMARY On February 9,2006 at about 1245 MST, a Canadair CL-600,

N 900LG, piloted by an ATP pilot, was substantially damaged while

landing at the Aspen-Pitkin County Airport, Aspen, CO. VMC prevailed and the business flight was being conducted under the provisions of 14 CFR Part 9] on an IFR flight plan The pilot, co-pilot

and passenger were not injured The flight had departed Van Nuys,

CA <it 1045.

According to the pilot, he was landing on Runway 15 when the airplane encountered wake vortices from the BAe 146 airliner which had

just departed Runway 33. At 50 ft. agl, the airplane roJled hard to the

left and the stall warning horn activated .Seconds before the stall warning, the CVR recorded the comment, "plus five, sinking five". The ATP

pilot added power and the airplane rolled hard to the right. The pilot

was able to stop the roll however the nose dropped and the right main

landing gear impacted the runway. The pilot reduced the power to idle

and attempted to maintain runway centerline. The right main landing

gear struck, penetrated the right wing, the leading edge of the right wing

was crushed aft and the right aft wing spar was bent and buckled.

continued

/
PROBABLE

CAUSE:

SOURCE:

OPERATOR:

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

________________________ Coovr-iont ROBERT E. BREllING ASSOCIATES ~

The VCR recorded that the jet was cleared to land at 2630 minutes into

the recording and the BAe 146 was cle.ared for takeoff at 28:46. The

Challenger stall warning activated at 31 :12 and sound of impact was

31: 15.

The NTSB determined that the probable cause of this accident as

follows:

The flight's encounter with wake turbulence form the departing airplane resulting in the pilot's inability to control the airplane and the

subsequent impact with the runway.

NfSB File No. DEN06LA038

Bramblebush LLC, Houston, TX
DATE 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 Min 0rlN one

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 of the runway and the nose landing

gear contacted the concrete pad of a runway marker sign causing separation of the nose landing gear. Examination of the 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

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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

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LOCATION: Teterboro, NJ

AIRPORT: Teterboro Airport, NJ

WEATHER: VMC, Sky clear, vis. 10 mi., wind 330119 gusting to 26, temp OC

PILOT DATA: SIC: ATP, 6,500 total hrs.,1,200 in DA-50/900EX (pilot flying)

PIC: ATP, 11,000 total hrs., 2,000 in DA-900EX (pilot not flying)

SUMMARY: On March 3, 2006 at about 1415 EST, a Dassault Falcon DA-900EX,

N 973M, sustained minor damage during a landing overrun at Teterboro

Airport, Teterboro, NJ. The ATP rated flight crew and one passenger

were not injured. VMC conditions prevailed and an lFR flight plan had

been filed for the flight that departed Palwaukee Airport, Wheeling, IL.

operating under ]4 CFR Part 91.

According to the flight crew, the airplane proceeded uneventfully to

Teterboro. It was initially cleared for an ILS to Runway 06. However

after a wind check reported winds from 290 at 10, the crew requested

and received clearance to land on Runway 24, a 6,013 ft. long by ]00

ft. wide runway. Due to the wind conditions the flight crew added 10

knots to their landing approach speed of 120 knots. Shortly prior to

touchdown, the tower reported the winds from 290115 gusting to 20

knots. Both pilots reported the airplane touched down on the runway

centerline dose to or within the touchdown landing zone. The thrust

reversers were deployed and the flight crew initially felt the sensation

of braking however as the airplane continued down the runway the

braking action seemed less effective.

continued

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SOURCE:

OPERATOR:

06-03-03 DA-900EX N973M (continued)

The airplane departed the end of the runway and came to rest in the

mud about 330 it from the end ofthe runway. Tire marks consistent

with the airplane's tires were observed to begin about 1,000 ft. prior

to the end of the runway. The airplane sustained damage to the landing

gear assemblies and the right outboard slat. Examination of the airplane

did not reveal any pre-incident mechanical malfunctions nor did the

pilots report any.

Post incident friction tests conducted on Runway 24 revealed friction

levels which would not have required a notice to airmen.

Several witnesses at the airport reported that they observed the airplane

touched down about halfway down the runway.

The PIC for this flight was in the right seat, the SIC was in the left seat

. and operating the aircraft.

Examination of the flight data recorder installed on the airplane revealed

that the airplane's air speed just prior to touchdown was 130 knots and

ground speed just after touchdown was ]20 knots. The airplane's

ground roll was about 2,900 ft. from the main landing gear weight-onwheel switch activation until it came to rest.

Weather observation taken after the incident reported winds from 330

at 19 knots gusting to 26 knots.

NTSB File No. NYC06lA075

Motorola Inc, Schaumburg, Il.
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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. 8 mi., wind 200llS gusting to 26

PILOT DATA: Unreported

SUMMARY: On March 10, 2006 at 1645 local time, a Lockheed L-1329-731

Jetstar, was damaged landing at Love Field, Dallas, TX The two

crew and an unknown number of passengers were not injured

The aircraft was on a flight from Houston's Hobby Airport to Dallas

Love Field when the incident occurred.

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Reportedly, during the landing rollout the nose landing gear collapsed

and the aircraft veered on the runway side. Toe accident occurred at

1645 local time in V1'vlCbut with winds from 200/15 gusting to 26

knots .

SOURCE: Air Claims Ltd.

OPERATOR: Charles L Joekel

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DATE

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., 60 hrs. in model, age 52

On May 16, 2006 at 18] 5 CDT, a Cessna CE-525, N 545TG, operating

as a 14 CFR Part 9] business flight, collapsed a left main landing gear

on landing roll at the Murphreesboro Municipal Airport, TN. VMC

prevailed an an IFR flight plan was filed for the flight which originated

hom Newport News, VA at 1715 EDT on the same day. The airplane

was substantially damaged and the ATP pilot and 6 passengers reported

no injunes.

The pilot stated that upon arrival in the Murphreesboro area he was

cleared by ATC for a visual approach to Runway 18. The pilot tuned up

the ATIS and received winds at 240 at 3 knots and the runway was wet.

The pilot entered the traffic pattern, completed the before landing check

list, lowered the landing gear and approach flaps on base leg. He turned

the airplane on final approach, lowered the flaps to full down and activated the anti-skid system. He landed the airplane on the first third of

the runway. He stated a front was approaching the airport and upon

touchdown the wind had changed and heavy rains had started. The airplane started hydroplaning at midfield and there was insufficient runway

remaining for the pilot to initiate a go-around The airplane went off the

runway sideways, collapsed the main landing gear and came to a complete stop.

continued
PROBABLE

CAUSE:

SOURCE:

OPERATOR:

06-05-16 CE-525 N 545TG (continued)

The pilot completed the engine shutdown and he and the 6 passengers

exited the airplane.

After exiting the airplane, the pilot stated he observed the left flap had

separated from the airframe and there was structural damage to the

left wing. He further stated to the NTSB investigator in charge that he

lost directional control of the airplane as it was 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 100 ft. asphalt.

The NTSB determines the probable cause of this accident to be:

The pilot's failure to maintain directional control while landing on a

wet runway.

NTSB File No. ATL06CA080

Registered to Interstate Warehousing Inc.

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DATE AIRCRAFT REGNO. OPERATOR

TIME DATA ~. PURPOSE PHASE DAMAGE

06-05-24 IAI-1124 N 475AT Comml AirTaxi Landing Substantial

0055 EDT SIN 270 EMS

INJURIES: Fatal Serious MinorlNone

Pass: 5

Crew: 2

Other:

LOCATION:

AIRPORT:

WEATIIER:

PILOT DATA:

SUMMARY:

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Georgetown, Bahama Islands

Exuma International Airport

VMC

ATP rated

On May 24,2006 at about 0055 EDT, a IAI-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 J 4 eFR Part J 35 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 a left generator off

annunciator light and I had 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.

continued
SOURCE:

OPERATOR:

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

The right generator was checked and it appeared to be functioning'

normally but when he later checked the battery gauge it was reading

11 to 14 volts. He declared an emergency with ATC and advised the

controller of their situation and requested a vector to the nearest

airport. He was also aware that the GPS indicated that Santiago and

Exuma were the closest airports and because of his knowledge of the

Exuma Airport, requested to be vectored to that airport.

The flight was vectored to Exuma and while fully configured for landingand flying at 1,500 ft., the airplane ...."becamedark,". No lights

were on at the airport and he spotted what he thought was the runway.

After touchdown, he applied full brakes and the thrust reversers but

they did not deploy. At some point during the landing roll the right main

landing gear tire blew and the airplane departed the right side of the

runway which he was unsuccessful in correcting. After coming to rest,

the pilot attempted to secure both engines but the left engine continued

to operate. The airplane was evacuated and they remained near the

airplane until authorities arrived. The source of the electrical problem

was not reported.

NTSB File No. 06WAl15

Air Trek, 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 SIN 580 Passenger

;

INJURIES: Fatal Serious Minor/None

: J Pass: 2

~ I

i : Crew: 1

Other:

r:

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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 at 2226 PDT, a Cessna CE-560, N 486SB, collided

with terrain and obstacles during an aborted landing at Cable Airport,

Upland, CA The airplane was being operated by a commercial pilot

(the president of Aero Charter Services Inc.) under the provisions of

14 CFR Part 91 with a single pilot waiver. The pilot and two passengers

sustained serious injuries and the airplane was destroyed. YMC prevailed and the pilot had canceled his lFR clearance at 2221 when visual

cont~r.t urith Cable Airport was obtained The nircraft had departed

Montgomery Field, San Diego at 2220. According to the airport

manager, the pilot ofN 486SB had rented a hangar at Cable Airport for

two years but had operated the airplane from the airport for less than a

year.

A pilot 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 had previously seen the pilot in N 486NB conduct. Normally

when the pilot would land the airplane he would touch down directly on

the numbers at the runway end. He also noted a 5 to 7 knot tail wind.

continued
SOURCE:

OPERATOR:

06-06-24 CE-560 N 486SB (continued)

The airplane came to rest approximately 200 yards from the end of

Runway 24 and was 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 and rolled forward

of the wreckage remaining outside of the bum area.

FAA records show that the pilot completed training and passed a flight

check in April 2006 that authorized him to operate the CE-S60 as a

single pilot. The SP authorization expires April 2007.

NTSB File No. LAX06FA2J J

Parviz Razavian, President, Aero Charter Services Inc.

Claremont, CA
DATE 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

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Other:

1

LOCATION:

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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 it had departed the end

of the 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 Service
DATE 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 an Incident

Other: as no damage reported

LOCATION: -Greenville, SC

AIRPORT: Greenville Downtown Airport, Rwy. 01/19,5,393 ft.xlOO ft.

WEATIIER: VMC

PILOT DATA: ATP rated

SUMMARY: On July] 7, 2006, a Dassault Faleon 900A, N 699BG, was undamaged

following a runway overshoot during landing at the Greenville Downtown Airport, Greenville, SC. No injuries were reported by the two

crew and three passengers, The aircraft was operating under 14 CPR

Part 9] when the incident occurred.

According to the pilot, he was making a visual approach to Runway 0]

and during the approach he told 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 of the runway centerline. The pilot said the brakes did not appear

to be as effective as usual however he was able to maintain directional

control. The airplane overran the runway and was stopped by the

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 a runway

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 9 I 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 A 193

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

06-10-13 G-ITI None

1134 PDT

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 1134 PDT, a Gulfstream G-lli (G-I 159B)

registration N BAR, rolled into the EMAS (Engineered Materials

Arresting System) area during landing at the departure end of Runway

08 at Bob Hope Airport, Burbank, CA The aircraft was being operated

by the owner as a personal flight under the provisions of 14 CFR Part

91 The aircraft was not damaged and no injuries were reported by the 5

passengers and 2 crew onboard.VMC prevailed for the cross-country

night that departed McCarren Airport, Las Vegas, NY at 1100 destined

for Burbank. An IFR flight plan was filed.

In the pilot's written statement the captain (flying pilot) reported that

the 30 to 35 minute flight was uneventful. They were handed off from

the approach controller to the Burbank controller who cleared then to

land on Runway 08. The captain stated that the airplane landed in the

first 20% of the runway about 1,200 ft. down the runway. The landing

was normal with no indication of sliding or skidding. The airplane

continued down the runway slowing to a taxi speed. At the end of the

runway the captain attempted to tum the airplane 180 degrees to exit

the runway. Unbeknown to the crew was the existence of the EMAS.

The captain indicated that the EMS system was not depicted on the

airport diagram or the Jeppesen approach plate for Burbank.

continued
SOURCE:

OPERATOR:

06-10-13 G-III N 113AR (continued)

The captain reported that there was no visual indication as to the

softness of the EMAS material. It has the appearance of concrete.

He stated that as he powered up the engine to make a tum the nose

wheel touched the EMAS and immediately sank and the aircraft

continued to slide an additional 15 ft. due to the slickness of the

material.

Witnesses at the airport reported that the airplane continued down

Runway 03 at a taxi speed after the landing and as it was making

a turn to exit the runway traversed into tbe EMAS area. Rwy.

08/26 is 5,801 ft. by 150 ft., asphalt grooved.

The Jeppesen approach chart for Burbank depicted EMAS at the

departure end of Runway 26. The Safety Board coordinated with the

Jeppesen company to correct the erroneous depiction of the location

of the EMAS and an updated approach chart for Burbank was issued

in November 2006.

NTSB File No. LAX07IA008

C.A.R. LLC
DATE 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

,t1

j

1

LOCATION:

AIRPORT:

WEATIlER:

DAMAGE

None

Incident

Teterboro, NJ

Teterboro Airport

VMC

pD.-aT DATA: ATP rated

SUMMARY: On October 25,2006 a Bombardier 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, MO
DATE 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 Min0r/N one

Pass: ?

Crew: 2

Other:

LOCATION: Kiev, Russia

AIRPORT: Zhulyani Airport, Kiev, Runway 26, 5,905 ft. long

WEATIIER: lMe

PILOT DATA: Unreported

SUMMARY: On April I, 2005 at ] 70] local time, a Canadair Challenger, CL-600,

N 187AP, was substantially damaged during landing at the Zhulyani

Airport, Kiev, Russia No injuries were reported by the two crew

members and passengers onboard.

On landing on Runway 26, which is 5,905 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 of the runway where the nose

landing gear collapsed.

The accident occurred in darkness. The runway was contaminated

with snow and ice and braking action was described as "fair".

The aircraft carried a U.S. registration number however the company

address was British Virgin Islands.

SOURCE: Air Claims/Bombardier

OPERATOR: Reeferway Ltd., British Virgin Islands
DATE

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 100 asphalt, wet

I

r

WEATIfER: lMC, J 00 ft. overcast, vis. 0.25, wind 200/04, temp. -7C, ground fog,

dark night

PILOT DATA: ATP rated, 5,320 total hrs., 1,253 hrs. in model, age 47

SUMMARY: On January 19,2005 at 2030 MST, a Gulfstream G-ll SP, N 74RQ,

was substantially damaged during landing at the Logan-Cache Airport,

Kansas City, MO. No injuries were reported by the seven passengers

and two flight crew onboard.

.",.-

According to the captain, he had flown the GPS approach to Runway 35

when the runway environment was not seen and a missed approach was

initiated. During the missed approach, the crew was able to see the first

4 to 5,000 ft. on the approach end of Runway 17. They "elected to

circle to the northwest to set up for a visual approach to Runway 17".

The captain stated that the approach was "slightly high and as a result

the flare was a bit higher than normal". The airplane entered the fog

layer just prior to touchdown. The captain stated that during the landing

flare, the airplane had drifted to the left and "the airplane settled onto

the runway to the left of centerline and shortly thereafter the left main

gear impacted a snow berm".

111eairplane turned hard to the left and departed the runway. The nose

gear separated, the radome was crushed and the cockpit pressure

bulkhead was broken open.

continued
PROBABLE

CAUSE:

SOURCE:

OPERATOR:

05-01-19 o-n SP N74RQ (continued)

The routine aviation weather report at the airport reported the weather

as follows: wind, calm, visibility 1/4 mile in freezing fog, sky condition,

vertical visibility lOOft., temperature -7C, dew point -7C.

The probable cause of this accident as determined by the NTSB is:

The pilot's improper IFR operation by which he failed to comply to

themissed approach procedure and his improper evaluation of the

weather resulting in an encounter with fog and his loss of visual

contact with the runway during the landing.

NTSB File No. DEN05CA050

leon Health and Fitness
Pass:

Crew: 2

Other:

LOCATION: Kansas City, MO

AIRPORT: Charles B. Wheeler Downtown Airport, Runway 19, 7,002 x 150 ft,

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 N 911AE Landing Substantial

SIN 109

Comm/AirTaxi

Positioning

Fatal Serious Minor/None

On January 28,2005 at 2217 CST, a Lear 35A, N 91 lAE,

overran Runway 19 at the Charles B. Wheeler Downtown Airport,

Kansas City, MO during landing rollout. The airplane received substantial damage when it impacted localizer antennas and an airport

perimeter fence. Night instrument meteorological and contaminated

runway conditions prevailed at the time of the accident.

The positioning flight was operating on an instrument flight plan and

originated from the Salt Lake City International Airport, UT at 1905

MST and was enroute to pick up passengers at Kansas City

International Airport when it diverted to the Charles B. Wheeler

Downtown Airport due to weather.

NTSB File No. 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

WEATIIER: Night lMC, 3,000 ft. overcast Fil1/11 n,<

PILOT DATA: Unreported

SUMMARY: On February 21,2005 at 2328 Universal Coordinated Time, an

HS-] 25B, N 21 SA, was substantially damaged on impact with terrain

after the airplane touched down some 300 ft. left of Runway 05L at

Bromont Airport, Quebec, Canada. The runway lights were inoperative

at the time of the accident and a Notices to Airmen had been issued to

that effect. According to Transport Canada, before the pilot elected to

land he was advised by the 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 it originated from Atlanta, GA.

Upon initial impact the pilot applied full power 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 is under investigation by the Transportation Safety Board

of Canada.

SOURCE: NTSB File No. CHl05WA061

OPERATOR: Scott Aviation of West Chicago, IL

'-----------------

)
DATE

TIME

05-03-08

2200 EST

INJ!JRIES:

AlRCRAFf

DATA

REGNO.

SIN DAMAGE

OPERATOR

PURPOSE PHASE

BAe-125 N 703TS Comm/AirTaxi Landing Minor

700A Passenger

Fatal Serious Minor/None Incident

P~s: 2

Crew: 2.

Other:

LOCATION: Teterboro, NJ

AIRPORT: Teterboro Airport

WEATHER: VMC. night, dear

PILOT DATA: Both ATP rated pilots

SUMMARY:

r

On March 8, 2005 at 2200 EST, a British Aerospace BAe 125-700A,

N 703TS, sustained minor damage while landing at Teterboro Airport.

The two certificated airline transport pilots and two passengers were

not injured. Night VMC conditions prevailed for the flight that departed Port Columbus Airport, Columbus, OH on an IFR flight plan for

Teterboro.

The pilot stated that he instructed the co-pilot to select 15 degrees of

flap_ extension during_..the approach. .• _ about 30 miles from the airport. .J The

pilot then instructed the co-pilot to select 25 degrees offlap while the

airplane was on a right downwind leg for Runway 01, a 7,000 ft., 150

ft. wide asphalt runway. The pilot added that the airplane encountered

severe low level wind shear during the approach. The pilot continued

the approach and flew the final approach at Vref ( 119 knots) plus 15

knots to compensate for the wind. A smooth touchdown was made in

the touchdown zone at Vref plus] 0 knots and the pilot instructed the

co-pilot to extend full flaps.

The pilot selected the air brake to "dump" and felt the airplane slowing

as if the spoilers were working correctly. He was focused on runway

alignment and did not divert his attention to look at the air brake lever.

continued

/
SOURCE:

OPERATOR:

05-03-08 BAe-] 25-700A N 703TS

The pilot further stated that the air brake lever could not be positioned

to "dump" unless the full flap extensionwas already selected. The pilot

also felt the anti-skid braking system working correctly, At about the

mid-point of the runway however, he felt like the airplane encountered

a tail wind or ice on the runway as the airplane did not continue to decelerate and traveled off the end of the runway at approximately 30

knots.

After the overrun, the pilot started to "clean up" the airplane by

retracting the flaps and moving the air brake toward closed. The first

officer interrupted him and suggested an evacuation.

The pilot later heard that a G-III on approach ahead of the incident airplane performed a go-around due to turbulence. The pilot was not

aware of the 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 in the extended position and the

flaps were found retracted. Minor damage was observed on the landing

gear. The reported weather at Teterboro at 2151 was: wind 3201J2

gusting to 28 with a peak wind at 320 at 38 knots. Visibility was ] 0

miles, broken ceiling at ]] ,000 ft.

Nl Stl .FileNo. NYC05lA055
roo.

,

'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: ATP rated

SUMMARY: On June 20, 2005 at 2255 EDT, a Cessna CE-525A Citation, N 27VQ,

operating as a business flight, landed long on Runway] Oat the Arturio

Michelena Airport in Valencia, Venezuela with 3,000 ft. of wet runway

remaining. The airplane departed the runway, collided with a ditch,

turned J 80 degrees and collapsed the main landing gear. The airplane

was substantially damaged and the ATP rated 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 is under the jurisdiction of the Government of

Venezuela

SOURCE: NTSB File No. ATL05WA108

OPERATOR: Cessna Finance Corporation operated by Vcnequip

l

DATE

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 N 345MC Comrn!AirTaxi Substantial

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. ]0 mi., wind] 501l5, temp 29C

ATP rated, 7,300 total hrs., 3,500 hrs. in model

On July 1, 2005 at ]] 30 CDT, a Lear 25, N 345MC, was substantially

damaged when it struck a runway distance marker following a loss of

directional control while landing at the Rick Husband Amarillo Airport.

The ATP rated captain, commercial rated SlC and two passengers were

not injured. VMC prevailed and an lFR flight plan was filed for the flight

which originated at William P. Hobby Airport, Houston, TX at 10010

CDT.

The captain stated that about 30 miles from the airport he noticed the

left wing 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, the pilot 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 full right aileron". The airplane "started raising the

right wing as full aileron was applied, even with the first officer assisting". At this point, the pilot added that the right wing stopped coming

up but would not go level.

The captain further reported that he elected to land rather than add

full power and go around instead of risking a potential roll situation.

continued

J
l

05-07-01 L-25 N 345MC (continued)

The captain added that "alignment to the runway was off due to the

right wing". Subsequently, the airplane exited the left side of the runway

striking a runway distance marker and exiting the runway to the left

during the landing roll. The left wing tip tank fuel load was 200 to 300

lbs. heavier than the right wing tip during landing.

Examination of the airplane by maintenance personnel did not reveal

any discrepancies in the fuel transfer system.

PROBABLE

CAUSE: The probable cause of this accident as determined by the NTSB is:

The pilot's failure to maintain directional control during the landing

roll.

A contnbuting factor was the prevailing crosswind.

SOURCE: NTSB File No. DFW05CA174

OPERATOR: Air America Jet Charter of Houston
r'

AlRCRAFT

DATA

REGNO.

SIN

OPERATOR

PURPOSE

DATE

TIME PHASE DAMAGE

N3ST

SIN 0045

05-07-] 5 CE-525A Business Landing Substantial

] 5 ]0 CDT Citation Jet Passenger

INJURIES: Fatal Serious Mino r/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. 10 rni., wind 230/05, light showers

PILOT DATA: ATP rated, 4,100 hrs. total time, 47 hrs. in model, age 40

SUMMARY: On July 15,2005 at 15] 10 EDT, a Cessna 525A Citation Jet D, N 3ST,

collided with a localizer antenna during a go-around at Newnan County

Airport, Newnan GA. VMC prevailed and an IFR flight plan was filed

for the ]4 CFR 9] business flight that originated from Venice, FL at

1345 EDT on the same day.

TIJe pool obtained a full weather briefing before departing on the instrument flight and no thunderstorms or rain was forecast for the destination

airport. He requested and received clearance for a visual approach at

the destination airport. He listened to the AWOS and no showers or

rain or thunderstorm activity was reported. The controller informed the

pilot there was a weather cell located 25 miles north of his position and

provided a vector for a localizer Runway 32 approach. The pilot verified

the weather on the airplane's radar and was cleared for the approach ]0

miles from the locator outer marker. The pilot lowered the flaps to ] 5

degrees and extended the landing gear at the locator outer marker. He

slowed the airplane to 15 knots and observed rain showers crossing the

runway while descending through 200 ft. The airplane touched down at

the 1,000 ft. marker and tbe flaps were lowered to 60. The anti-skid

was on and the airplane started to hydroplane.

l

continued
05-07-15 CE-525A N3ST (continued)

The pilot attempted to use brakes but the hydroplaning increased. He

released the brakes and the airplane slowed down to 78 knots. He reapplied brakes and the hydroplaning continued.

The pilot then elected to abort the landing with 2,300 ft. of runway remaining. The flaps were raised to 15 degrees and the thrust levers

were set for takeoff. The air speed increased to 80 knots and the airplane continued to hydroplane for the next 500 to 800 ft. The pilot

could see the end of the runway approaching and observe the localizer

antennas off the departure end of the runway. The pilot rotated the

airplane and became airborne 300 ft. from the end of the runway. The

airplane was slow to climb and the 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 left main landing gear

door and right leading edge of the right wing. The pilot climbed to

traffic pattern altitude, checked for damage, made a low pass for a

visual check of damage, re-entered the traffic pattern and landed without further incident.

PROBABLE

CAUSE: The probable cause of this accident as determined by the NTSB is:

The pilot's delay in aborting 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.

J
DATE 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. sky clear, vis. 10 mi., wind 290/04, temp 2] C, dew pt. 6C

ATP rated

On July 15, 2005 at 0845 MDT, a Lear 35A, N 620JM, was substantially damaged when during the landing roll the airplane departed

the runway at Eagle County Airport collapsing the landing gear and

subsequently caught on fire. VMC prevailed at the time of the accident.

The unscheduled domestic on-demand medical transport flight from

Aspen, CO to Eagle was operating on a visual flight plan under provisions of 14 CFR Part 135. The captain, first officer and two passengers, a patient and a flight nurse 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 him to look in the direction of the airplane. The tower

operator saw the airplane veer off the runway, the main landing gear

strip offbehind the airplane and the airplane catch fire. He said he saw

four people get out of the airplane. The airplane's right side fuselage,

right engine, right wing and right tip tanks sustained major fire damage.

The left and right main landing gear and nose gear were broken off

NTSB File No. DEN05LAI I I

Aspen Based Operation, Inc., Aspen, CO
r .

,

.'

,~

,

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 MinorlN one

2

1

Substantial

Fatal

Old Bridge, NJ

Old Bridge Airport, Runway 24

VMC, 1,500 ft. broken, vis. 10 mi., wind 160/l1, gusting to 14,

temp 81F, dew point 75F

ATP rated

On July 17,2005 at 1618 ADT, a Cessna Citation 525, N 13FH, was

susbtantially damaged while landing at the Old Bridge Airport, NJ.

The ATP pilot received minor injuries and two passengers were not

injured. Day VMC prevailed for the flight that departed Sussex County

Airport, Georgetown, DE An IFR flight plan was filed for the business

flight conducted under 14 CFR Part 91.

According to the pilot, during a visual approach at Old Bridge Airport

for Runway 24, he lost sight of the runway due to clouds that had

moved over the airport. The clouds were associated with the thunderstorm that was about 1 to 2 miles north of the airport. The pilot notified

McGuire Approach that he was executing a missed approach and requested a GPS 24 approach. He was tben given a heading 0[060 and

told to climb to 2,000 ft.

About 3 miles from STENY intersection, which was the final approach

fix, the pilot was cleared for the GPS 24 approach and proceeded

direct to STENY. At about 1 mile from STENY he extended 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.

continued
SOURCE:

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 in sight. Visibility was better than

5 miles and the ceiling was greater than 750 ft. with cloud to ground

lightning in the area 0 f the previously mentioned thunderstorm.

At about 2 miles from the runway he extended the flaps to the landing

position and slowed the airplane to 108 knots. He could see the runway

was wet but was absent of standing water. He landed "on the numbers",

extended the flaps to the ground position and extended the flaps to the

ground position and applied full braking.

After touchdown the pilot believed the braking action was "nil". He

further stated, "1 could feel no braking at all". Approximately 1/3 of the

way down the runway he decided that he did not have enough room to

stop, applied full power, retracted the flaps to the takeoff position and

attempted to abort the landing. The airplane did not accelerate as he

expected and unable to obtain flying speed the airplane rolled off the

runway end, struck a fence and then encountered an area of heavy

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 in the 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 DAMAGE s05-09-14 BE-390 N 701DF CorplExec Landing Substantial

2100EDT Premier I SIN 059 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 100 ft. asphalt

WEATHER: IMC, 100 ft. overcast, vis. 0.25 mi.,wind 080/03, temp 14C,

dew point 14C

PILOT DATA: PIC: ATP rated, 7,100 total hrs., 400 hrs. in model

SIC: Commercial rated

SUMMARY: On September 14,2005 at 2100 EDT, a Raytheon BE-390 Premier I,

N 701DF, was substantially damaged during landing at the Knox County

Regional Airport, Rockland, .ME. The ATP rated PIC and commercial

rated SIC were not injured. IMC conditions prevailed and an lFR flight

plan was filed for the flight which originated at Atlantic City, NJ. The

business ilight was being conducted under 14 CFR Part 91.

According to the pilot, as the airplane touched down on Runway] 3, the

left main landing gear tire blew and the airplane began to veer left. The

pilot then lifted the airplane off the ground, it banked to the right and

experienced an "ugly flare". The airplane lost air speed and impacted the

ground "hard" on the right landing gear.

111epilot reported no mechanical deficiencies with the airplane.

SOURCE: NTSB File No. NYC05LAJ42

OPERATOR: .JJ. Kislak Inc., 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

Flight Test

T-39A

1425 PDT Sabreliner

INJURIES: Fatal Serious Minor/None

Pass:

Crew: 2

Other:

LOCATION: Mojave, CA

AIRPORT: Mojave Airport

WEA TIlER: VMC

PILOT DATA: Two ATP rated pilots

SUMMARY: On October 17,2005 at 1425 PDT, a North American T-39A

Sabreliner, N 39FS, departed Runway 08 at the Mojave Airport, CA

and experienced a nose and right main landing gear collapse. The experimental certificated airplane was operating under] 4 CFR Part 9]

as a test flight. The captain and co-pilot, both ATP rated, were not

injured. The airplane sustained substantial damage. The flight departed

Jt.•1Gj~v'eabout an hour plio! to the accident for flle ;ULditcsi llighi.

VMC prevailed and no flight plan was filed.

According to the captain, the flight was intended as a test flight after

modifications were made to the nose, interior fittings and ventral fin.

He indicated that the takeoff and landing criteria he and the co-pilot

calculated met the limits of Runway 08 with a calculated landing

distance over obstacles as 4,000 ft. for a dry runway. Since the runway

was wet, they calculated the landing distance as 5,300 ft. and added a

penalty due to the lack of speed brakes which equated to 5, 512 ft. for

no wind conditions. The crew estimated they had a 10 knot headwind

which they assumed would shorten the distance slightly.

continued
SOURCE:

OPERATOR:

05-10-17 T-39A N 39FS (continued)

The project manager was briefed by the pilots on their planned flight

and after maintenance was completed on the aircraft, they departed.

The flight crew conducted flight checks at or below lO,OOOft. north

of Mojave. Due to rain showers in the area, they eJected to return.

They conducted a low pass and touch and go landing to evaluate the

wind and runway 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 was just

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 off and normal braking

was attempted with limited effect. The captain elected not to abort the

landing due to the limited remaining runway and the need to spool up .

the engines. The co-pilot was calling out speeds and distance remaining

and the captain remembered the air speed was 60 knots with 2,000 ft.

of runway remaining. He reported that the braking "became nil" as the

aircraft slowed to 30 knots.

Ilvltw-1

The aircraft drifted to the right side of the mad where it exited 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 as they exited the airplane.

The captain reported that there was no standing water on the runway

jJ(Jwever it was damp due to a rain shower that had moved past the

airport about l5 minutes before landing.

The aircraft was.substantially damaged when the nose landing gear

, ~. .-

collapsed and a hydraulic valve punctured the pressure vessel leaving

an 8 x 4 inch hole.

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 at the William Hobby Airport, Houston, TX.

The eight passengers and two crew were not injured. The corporateexecutive flight was operating under 14 CFR Part 9 I on an !FR flight

plan.

The airplane was on the first leg of it's 215 mile tlight. During the approach to Houston Hobby Airport, the two ATP pilots were advised to

expect a visual approach to Runway 12R. The crew reported that they

set up for the 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 by ATC if they would

prefer to land on Runway 17 which was adjacent to Million Air. The

flight crew acknowledged they would prefer Runway J 7 and were clearby the tower to use] 7. The PIC eJected to "sidestep" to Runway 17 and

initiated a right descending turn to the runway and landed approximately

2,000 ft. down the 6,000 ft. x 150 ft. wide runway.

continued
HS-125-700A N 564BR (continued)

The airplane overshot the final approach course and the Pl C corrected

with a sudden right turn to align the airplane prior to touchdown. The

right wing dragged the ground during the last tum 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 File No. DFW06CA017

OPERATOR: Kaleidoscope Aviation Corporation
:;-.

,

,

,

DATE AIRCRAFf REGNO. OPERATOR ,

r -, TIME DATA SIN PURPOSE PHASE DAMAGE

•

,

04-01-21 DA-20C N 200m Comml AirTaxi 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

WEA TIIER: IMe. 2,800 ft. overcast, vis. 7mi., blowing snow, wind, calm

temp. 32F, dew point 3 IF r .

PILOT DATA: ATP rated PIC and SIC

; I

SUMMARY: On January 21, 2003 at about 0045 MST, a Dassault DA-20C

Falcon, N 200JE, was substantially damaged during a night landing

in IMC on Runway 8L at Pueblo Municipal Airport, CO. No injuries

were reported by the two crew members and three passengers on

board. The aircraft was on a CFR Part J 35 flight on an IFR flight plan.

The airport ops manager stated that Runway 8L was covered with

3/4 inch wet snow bu--the co-pilot told investigators that the landing

was fine and that he had "no problems with the runway conditions".

The co-pilot, who was flying, said that as soon as he activated the

thrust reversers, the airplane yawed to the left and he lost control

A ground witness said he saw the airplane approach from the west

and touch down. He said he heard the reversers go on, then off and

then on again. As they came back on the second time, the airplane

started making false circles on tbe runway. This happened two or

three times before the aircraft left the runway.

The airplane carne to rest in a field 150 ft. north and 5,000 ft. north

from the approach end of Runway 08L which was 10,496 ft. long.

The right thrust reverser was observed in the partially extended

position and the left reverser was fully deployed.

continued
PROBABLE

CAUSE:

SOURCE:

OPERATOR:

04-01-2] DA-2OC N 200JE (continued)

The NTSB determines the probable cause of this accident as

follows:

The pilot's improper in-ilight planning/decision to land on the

contaminated runway, the stuck thrust reverser solenoid resulting

in partial deployment of the 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> s failure 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. 10 mi.,

wind ]50/04, temp. 72F, dew point 61F, night

PILOT DATA: PIC: ATP, 4,500 total hrs. unreported in type, 100 last 90 days. Age 40

SIC: ATP rated

SUMMARY: On February 20,2004 at 2]57 EST, a Learjet 25B, N 24RZ, was

substantially damaged when it struck a fence 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~ four people 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 flight plan had been filed for the

90 minute flight from San J~ Puerto Rico.

The accident airplane proceeded direct to Ft. Lauderdale Executive

and declared a low fuel state and was cleared to land on Runway 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 a road and struck a building.

During an interview with the captain, he reported that as he rnanueuvered the airplane into a left downwind, be overheard the ATC specialist

clear a Cessna l72 for a long final to Runway 08.

continued

_____________ Coovr-iohc ROBERT E. BREILING ASSOCLATES
PROBABLE

CAUSE:

SOURCE:

l

OPERt\TOR:

04-02-20 L-25B N24RZ (continued)

He said he was concerned about flying a long downwind leg in order to

provide adequate spacing so he had the first officer tell the tower that be

was low on fuel in order to obtain immediate landing priority. As he

entered the left base he instructed the first officer to extend flaps to

8 degrees. He then ordered flaps to 20 degrees and shortly thereafter

requested lowering the landing gear. The first officer responded 3

greens and 2 reds 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 on final be requested full flaps and as

the first officer applied full flaps he stated "we only have 8 degrees of

flaps" followed by a comment concerning either low or no hydraulic

pressure. The captain said he placed the auxiliary hydraulic pump to

"op" and continued the approach. After touchdown, he said he applied

the brakes but the brakes failed to 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 in order to release the drag chute. He said

the airplane tracked down the center line of the runway until reaching

the end and he then veered the airplane slightly to the left to avoid

obstructions. The airplane continued for an additional 1,748 ft. beyond

the end of the runway before striking a fence, crossing a 4 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 of the accident, flew to the Turks

and Caicos Islands, then on to Barbados where a patient 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 in a

runway overrun and subsequent collision with a building.

Contributing factors are the flight crew's inadequate in-flight planning/

decision making which resulted in a low fuel state, an open hydraulic

relief valve and inadequate maintenance by company 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 on the 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 in area

PH-OT DATA: Unreported

SUMMARY:

I

J

)

1

J

SOURCE:

OPERATOR:

!

I,

On March 14,2004 a Raytheon Premier I, registration N 4395D,

was substantially damaged landing at the Congonhas Airport, Sao

Paulo, Brazil. No injuries were reported by the two passengers and

two crew.

The aircraft overran the runway and the accident occurred in darkness

at !?!5 !O{:2! time and in !ight rain. !t was reported that it had beer:

raining heavily shortly before the aircraft landed and there are indications that the aircraft may have hydroplaned. The aircraft was operating

a flight from Caldes Novas.

The passengers on board were the companies flight crew undergoing

in aircraft flight training 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. 9 mi., 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, a Learjet 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 flight which departed Columbus

Int 'I, Airport, OH and an IFR flight plan was filed for the air taxi cargo

flight under 14 CFR Part 135.

According to an FAA inspector, the co-pilot was flying at the time of

the accident at Vref plus ]0 kts. and was executing an ILS to Runway

33. The airplane was too high on the approach and the co-pilot

decreased engine power. By the time the captain called for a missed

approach, the sink rate 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 in snow about 20 ft.

off the left side of the runway near mid-field. The airplane sustained

damage to the main landing gear and both wings. The co-pilot stated he

did not experience any mechanical malfunctions. The operator operates

more than 40 Learjets in air taxi operations.

continued
PROBABLE

CAUSE:

SOURCE:

OPERATOR:

04-03-19 L-35A N 800AW continued

The NTSB determines the probable cause of this accident

to be:

The copilot's failure to maintain air speed and the captain's

delayed remedial action which resulted in an 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 a Raytheon Premier I,U.S. registration

N 200PR, was substantially damaged when it overshot tbe end

oftbe runway on landing at tbe 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:

LOCA nON: 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: On May 27,2004 at about 1557 PDT, a Raytheon 390, Premier I,

N 50 lOX, overran the runway after landing on Runway 07 at North

Las Vegas Airport, NY. VMC conditions prevailed for the Part 91

flight from Palm Springs, CA. The pilot and passenger, who was

seated in the right seat, were not injured.

The airplane t0uched d0WJi at 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 14 knots. This report also included

a remark that a wind shift occurred at ] 553 PDT, 4 minutes prior to

the aircraft landing. A wind shift is defined as wind direction that

changes by 45 degrees or more in Jess than 15 minutes and the wind

speed is ] 0 knots or more throughout the wind shift.

The aircraft, N 5010X, is a Raytheon Aircraft demonstrator on lease.

This is the sixth reported overrun involving a Premier I and the second

such incident in the U.S.

SOURCE: NTSB DCA04MA049
DATE AIRCRAFf REGNO. OPERATOR

TIME DATA SIN PURPOSE PHASE DAMAGE

04-07-19 L-55 N55LF Comm/ AirTaxi Landing Substantial

1137 EDT 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 100 fl.

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, a Lear 55, N 55LF, operating

as a 14 CFR Part 9J positioning flight, overran Runway 31 during landing at tbe Ft. Lauderdale Executive Airport, Ft. Lauderdale, FL. VMC

prevailed and no flight plan was filed. The flight originated from the

Ft. Lauderdale Hollywood Airport on the same day at 1125 EDT. No

illju..-ies were reported by the two pilots but the airplane incurred substantial damage.

The flight crew stated that the airplane was on a positioning flight and

tbat they expected to land on Runway 13 bowever when contact was

made with Ft. Lauderdale Executive control tower they were given instructions to land on Runway 31. The pilot stated he maneuvered tbe

airplane and aligned onto Runway 31 for the visual landing. The airplane

touched down on the 4,000 ft. runway about 1,500 ft. from the threshold and rain became extremely heavy at this point. The pilot deployed

thrust reversers and applied brakes but felt the airplane was not slowing

down.

continued
PROBABLE

CAUSE:

SOURCE:

OPERATOR:

l

04-07-19 L-55 N 55LF (continued)

Believing the airplane's tires were hydroplaning on the runway surface

due to the amount of rain falling, the pilot elected to perform a go-around.

He closed the thrust reversers and advanced the throttles to increase

engine power however, the airplane did not accelerate. At this point the

pilot realized he was running out of space on the runway and braced for

impact.

The airplane traveled past the end of the runway passing a section of

grass and gravel area before crossing Taxiway F where the nose and

main gear sheared from the fuselage. The fuselage slid the remaining way

on itO;-sbelly and knocked down a chain link fence protecting a wild life

reserve area for ground owls and turtles. The fuselage came to a stop in

a nose high attitude on a sand embankment in front of a ditch. Engine

thrust reverser doors were found in the open position and wing flaps were

in the 8 degree position.

Witnesses said that seconds after the airplane landed at about II:30 a.m,

it encountered "a wall of water" produced by a severe microburst. Both

runways at the airport had been closed the previous week for resurfacing

and only the shorter of the two, 13/31, had been reopened at the time of

the flight.

The airplane, which is on a Part 135 certificate, was not being operated

on behalf of the charter operator at the time ofthe accident.

The flight crew's decision to continue the approach into unknown area

of potentially severe weather, thunderstorm, which resulted in the flight

encountering a 30 knot cross wind, heavy rain, low level wind shear and

Hydroplaning on a ungrooved contaminated nmway.

NTSB MlA04F A 107

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 Landing Substantial

Positioning

Fatal Serious Minor/None

3

Eagle, CO

Eagle County Regional Airport, Runway 25, 8,000 x 150 ft.,

grooved asphalt, clear, dry, standing water and slush along the

edges, elevation 6, 535 ft.

VMC. Sky clear, vis. 10 mi., wind calm, temp. -8C, dew pt. -16C

PIC - ATP rated, SIC - ATP rated

On November 29, 2004 at ]237 MST, a Gulfstream G-1VSP, N 420QS,

was substantially damaged when it departed the right side of the runway

and impacted terrain during landing roll at Eagle, CO Regional Airport.

VMC prevailed at the time of the accident. The ATP rated captain and

ATP rated first officer and one flight attendant were not injured. An

1FR llight pIan was tiled for the positioning flight being conducted under

l4 CFR Part 9] which originated at San Francisco, CA at about] 040.

According to the pilot, the airplane touched down on Runway 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 on the runway center line. At about 2,800 ft., skid/scuff marks

from the airplane's nose landing gear tires appeared as the airplane began to veer to 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 of the 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 LLC
INJURIES: 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 G-GMAC Comrn/ AirTaxi Landing Substantial

Passenger

Serious Minor/None

6

3

Teterboro, NJ

Teterboro Airport, NJ, Runway 24,6,013 x150 ft. asphalt

VMC, 6,000 ft. scattered, vis. 10 mi., wind 290/16, gusting to 25,

with peak wind from 300/32, temp. 52F, dew point 34F

ATP rated flight crew

On December 1,2004 at 1623 EST, a Gulfstream G-IV, of British

registration, G-GMAC, was substantially damaged while landing at

Teterboro Airport, Teterboro, NJ. The ATP rated flight crew, flight

attendant and six passengers were not injured. VMC conditions prevailed for the flight that departed from London Luton Airport, Luton,

United Kingdom, on an instrument flight plan 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 flight for the

ILS Runway ] 9 approach, sidestepped to land on Runway 24, a

6,013 ft. long x 150 ft. 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 line but the airplane was stabilized at 1,000

ft. agl. The airplane touched down within the first 2,000 ft. of the

runway and slightly right of center line. Reportedly 1,900 ft. from the

approach end.

continued
04-12-01 G-IV G-GMAC (continued)

The flight crew was unable to activate the thrust reversers and did not

recall the ground spoilers deploying. The airplane did not seem to 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 of the runway about 5,500 ft. beyond the approach end. The

airplane then traveled over a grassy area, struck trees and came to rest

upright. All nine occupants were able to egress through the left rear,

No.5 "emergency window exit.

During the impact, the outboard l/3 ofthe left wing was severed and

the nose section was crusbed inward by about 7 ft. Tire marks from

the-airplane were followed to the approach end of Runway 24. The

marks originated from about 1,900 ft. beyond the approach end consistent with the left main gear touching down about 12 ft. right ofthe

runway center line. Tire marks were consistent with anti-skid action

to about 2,900 ft. All four main gear tire marks were observed at

3,504 ft. and heavier marks at 4,550 ft. Wavy tire marks and metal

consistent with a blown right main tire were observed at 4,756 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 of the runway at about 5,450 ft.

Examination of the wreckage revealed the right main gear inboard tire

had partially separated and the left main gear inboard tire completely

separated. The flaps were in the full extended position and the

selected to "ann" auu the speed brake handle was near the full extended

position. The right side No.5 and 6 emergency exits had been unlatched

but could not be removed.

After disengaging the auto throttle and autopilot following their

clearance to the ILS Runway 19 approach, the ATP rated crew was

not aware that the autothrottle re-engaged at 35 ft. agl, just before

touchdown. The autothrottle was corrunanded by of the engage! disengage paddle switches on each power lever which were not equipped

with switch guards. The target speed was set for 138 kts. And as tbe

G-IV slowed below 138 kts. After touchdown, the autothrottle

gradually increased power.

continued
PROBABLE

CAUSE:

SOURCE:

OPERATOR:

04-12-01 G-IV G-GMAC (continued)

Since the power levers were not in idle, the spoilers and thrust

reversers would not work and the crew evidently did Dot use

enough force to override the autothrottle system.

The system disengaged, according to the flight data 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 the jet ran off the right side

of the runway when the tires burst. Wind was 25 kts. gusting to 32.

-

The airplane was equipped with a digital flight data 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 of an audible warning tone and gusty winds.

NTSB NYC05FA026

GAMA Aviation, United Kingdom
LOCATION:

AIRPORT:

WEATHER:

DAMAGE

Substantial

~Pine Bluff, AR

Pine Bluff Municipal 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 t wo passengers were not injured. IMC conditions prevailed and an instrument flight plan was

Iiled Ior the 14 eFR Part 9 j 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 it lung and] 5011. w-ide asphalt runway) approach to Fine

Bluff During the approach, the captain recalled maintaining glide slope

and being lined up with the localizer. About JOO fl. 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 inued
SOlJRCE:

OPERATOR:

04-12-05 DA-20 N82TN (continued)

Subsequently, the captain and first officerrealized the airplane was

not slowing down and the first officer applied brakes bUI did not

notice any braking action. The airplane overran the departure end of

the runway into the runway overrun area and came to rest 200 fl.

from the departure end of the runway. The captain added that moderate

rain was within-the vicinity of the airport al the lime ofthe landing and

he noticed standing water on the runway during the landing roll.

The airplane was not equipped with thrust reversers however it was

equipped with an emergency drag chute. The airplane was also equipped

with a CVR.

Examination of the airplane revealed the forward pressure bulkhead

was compromised. The nose landing gear was folded aft into the

fuselage structure. Examination of the runway revealed that there was

pooled water in various areas ofthe runway the day after the accident

First evidence of touchdown by the airplane was obser ved 2,450 ft. from

the approach end of the runway and no braking action was observed

throughout the remaining portion of the runway.

N'TSB DFW05LA030

Inland Paperboard & Packaging Inc., Austin, TX
DATE fuTRCRAFf REGNO. OPERATOR

TIME DATA SIN PURPOSE PHASE

04-12-06 G-IVSP N 478GS 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

"\lEATIlER: vxrc

PILOT DATA: Unreported

SUMlvlA.RY: On December 6, 2D04 at 1330 Universal Coordinated Time, a

Gullstrearn G-IVSP, N 478GS, was substantially damaged during {he

landing rollout on Runway n7 at the Baneasa Airport, Bucharest,

Romania. A portion of the 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 the jurisdiction of the Romanian Government.

>1

SOURCE. NTSB DCA05WA023

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 13I 5 CST, a Lear L-25B, N 252BK,

collided with a berm following a loss of directional control willie

H.UJ 1~T'Gl~~ liJ.s 0-'JJ Runwav '- ."..,.,uy 13 (6 ~L; '">00"..•e , ~/t. Ion.. V .IL, drv~) ti...:>jJHUH ~<'T'h •.•h) Ul ~. Eastern Ue:>'...•... lj

continued

Iowa Airport, Cedar Rapids, IlL The ATP captain, commercial rated

co-pilot and rNO medica! crew members were not injured. The i4 CFR

Part 91 positioning flight was being conducted in VMC with an IFR

flight plan on file. The flight originated from the Eastern Iowa fu.port

with an intended destination of McAllen, JA:

Both pilots reported that they encountered what they thought were

rough spots on the runway Juring the takeoff roll, The captain reported

that after takeoff he called for the co-pilot to raise the gear and engage

the yaw damper. He slated he then called [or the liaps to be retracted

and for the climb checklist. He stated that both he and the co-pilot then

noticed all unsafe gear indication [or the nose gear. The captain slated

that they leveled off at 5,000 ft. and he decreased the airspeed so the

co-pilot could recycle the landing gear. They informed the lower thai

they had a nose gear problem and wanted to stay in the area. The

capt(jio stated they cycled the landing gear [OUT more times to 00 avail.

J
SOURCE:

OPERATOR:

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

The captain stated that they then requested a landing back at Cedar

Rapids. He stated they had a gear down and locked indication for all

three landing gear during the visual approach to Runway 13. The

captain stated that on touchdown, the co-pilot extended the spoilers

and armed the thrust reversers. He further stated that after the nose

wheel touched down the airplane made a sharp left turn and traveled

off the side of the runway through the grass. The airplane contacted a

4 It. high berm prior to coming to a slop on Runway 09 and the captain

stated he attempted to taxi the airplane only to discover that they did

not have any nose wheel steering.

Post accident inspection revealed the seal on the 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 SIN 26 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, PIC and SIC

On January 7, 2003 at about ] 824 Atlantic Standard Time, a Raytheon

Aircraft Company 390, Premier I, registration N 390 RB, overran the

runway and came to rest in a parking lot while landing at the Herrera

International Airport, Santo Domingo, Dominican Republic while on a

]4 CFR Part 9] positioning flight. VMC prevailed at the time and a

visual flight rules flight plan was filed. The airplane was considered a

constructive total loss by the insurance company. The airline transport

rated pilot, co-pilot and two passengers received minor injuries. The

flight originated from Las Americas International Ali port, Santo

Domingo on the same day at 1810.

The pilot stated that they made a normal approach and landing on

Runway] 9 at the Herrera Airport. Once on the ground they activated

lift dump 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 in a parking 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 is under the jurisdiction of the Government

of the Dominican Republic.

Direccion General de Aeronautica Civil, Santo Domingo, Dom. Rep.

Coturisca, D.R. Owned by Caribbean 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. 10 mi., wind 000/04, temp 28C, dew pt. 17C

ATP rated PIC and SIC

On September 19,2003 at 1710 CDT, a Learjet 25B, N 666TW, was

destroyed upon collision with trees and terrain when it overran the

departure end of Runway 13 while landing at the 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

14 CFR Part 91 positioning flight. The airplane was being operated as

an on-demand air taxi cargo flight. An IFR flight plan was filed for the

flight which originated from EI Paso, TX at 1625 for Del Rio.

The flight had been cleared by approach control for a visual 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 he was expecting the airplane to execute

a go-around. Another witness located on the airport ramp observed that

the airplane was going "too fast that he thought the airplane was taking

off'. A third 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 is located about ],875 ft. short of the departure end of the

runway. None ofthe eye-witnesses reported bearing the engines

spooling up in an attempt to abort the landing.

continued

--- ----------- C~ght ROBERT E. BREfllNG ASSOClATES
03-09-19 L-25B N 666TW (continued)

The airplane overran the end of the runway, impacted the airport perimeter fence,

proceeded across a roadway, impacted another fence, struck two trees and multiple

headstones. The airplane came to rest in an upright position on a heading of 040 at an

elevation ofapproximateJy 976 ft., 1,600 ft. beyond the departure of the runway.

Examination of the wreckage revealed no anomalies with the aircraft, control surfaces and

engines. Examination of Runway 13 revealed signs of braking action, 1,247 ft. short of the

departure end of the runway and visible signs of skid marks were found throughout the

path of the main wreckage. The drag chute was not deployed.

There was no cargo aboard the airplane at the time of the accident and based on the

estimated landing weight of the airplane, Vreffor landing was calculated at 116 knots.No

distress calls were received prior to the accident. Radar information revealed a ground

speed of 190 knots over the approach end of Runway 13.

At 1653, the automated surface observation system reported the wind variable at 4 knots,

visibility 10miles, and sky clear.

SOURCE: NTSB File No: 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. 114 mi., wind 310104, temp. 12C, due point

12C

PILOT DATA: Private rated

SUMMARY: On December 4,2003 at about 2010 PST, a Cessna 525, N15C, lost

directional control during landing on Runway 28R at the Montgomery

Field Airport, San Diego, CA. The airplane veered off the runway and

collapsed the nose landing gear. The pilot was operating the airplane

under the provisions of 14 CFR Part 91. The private pilot and two

passengers were not injured, the airplane sustained substantial damage.

The flight had departed the Mahlon Sweet Field Airport: Eugene, OR

at an unknown 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 in a "black

hole". He continued the landing and the airplane touched down on the

left side of the runway then crossed the taxiway, the nose gear folded

and the airplane skidded to a stop.

SOURCE: NTSB File No: LAX04LA058

OPERATOR: PaJestar :Labs Inc. & Michael Dunaway

l --------- rrnvrtnht ROBERT E. BREILING ASSOCIATES
DATE 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. 10 mi., wind 230/1], gusts to ] 7,

temp 13 C, dew point 13C

PILOT DATA: Unreported

SUMMARY:

l

On February 7, 2002 at about 1825 PST, a Cessna 525A, N 288G,

overran and impacted a ravine off the departure end of Runway 13

while landing at the Gnoss Field Airport, Novato, CA. The airplane

was owned and operated by the pilot under the provisions of 14 CFR

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

of the accident. An instrument ilight rules flight plan had been filed to

terminate at Gnoss Field.

The pilot stated that he had received a full weather brief from the Flight

Service Station earlier in the day. Prior to departure, he received an

abbreviated update. He stated that "the weather was pretty miserable"

and it was a "hard IFR ilight" from Sacramento to Novato. He further

stated that he was not sure that he would be able to make it into Gnoss

Field because of the weather. While monitoring Oakland Center he

heard an airplane had been cleared 10 and land at Gnoss Field. He also

heard the pilot of a previous airplane report that he had broken out at

1,200 ft.

continued

_______ r-- •....•r-tr-II ••.•,.......
02-02-07 CE-525A N288G (continued)

The accident pilot continued with the GPS approach for Runway 13. He stated

that prior to reaching the final approach :fixfor the GPS approach he had a hard

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

he was using up most of the runway trying to get down. After touchdown, he

applied the brakes but the airplane overran the departure end of the runway and

went into a ditch.

The 1825 Gnoss Field weather observation reported in part, winds from 230,

I I to 17 knots.

According to the FAA inspector on scene, the airplane appeared to have landed

with a tail~wind and came to rest about 200 ft. beyond the end of the runway •.. -- -

in a ravine. The nose of the airplane hit the far side of the ravine and the

fuselage section came to rest in the ravine. Flaps were fully deployed 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 100 ft., asphalt

WEATHER: IMC. 300 ft. overcast, vis. ~ mi. in snow, 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 fly six passengers 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 had just landed and reported braking action as

fair to good.

SUMMARY: On February 10, 2002 at about 2302 EST, a Mitsubishi MU-300,

N 541 CW, was substantially damaged during an overrun at the

Cuyahoga County Airport, Cleveland, OB. The two certificated ATP

pilots were not injured. Night IMC conditions prevailed and an IFR

flight plan was filed for the positioning flight that originated from

Palwaukee Airport, Chicago, IL. The flight was being conducted under

14 CFR Part 91.

continued

l
02-02-10 MU-300 N 541CW (continued)

The flight departed at about 2152 with the SIC at the controls. Upon arrival in

the Cleveland area, the controller advised the crew that the current weather was

300 ft. overcast, visibility 'l2 mile in snow, winds from 320 degrees variable to

350 degrees at 12-15 knots, gusts !o.25 Knots. The approach in use was to

Runway 23, a 5,101 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 a Hawker jet. While the accident airplane

was being vectored, it traveled through the final approach course and had to be

re-vectored. The airplane was then given a heading to intercept the final approach. The PIC decided at this point, if the airplane was not stabilized on the

approach by 1,900 ft. msl, a missed approach would be executed. The airplane

was stabilized at 2,000 ft. with the landing gear extended, full flaps and a Vref

speed of 106 knots plus 5 knots. 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 had just 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 of the airplane as it passed over the threshold was about 106 knots and touchdown

occurred within the first 500 to 600 ft. of runway. Upon touchdown, the speed

brakes were deployed and maximum braking was applied. The PIC recalled that

although there was" a firm brake pedal," he could not feel the anti-skid pulsating. Deceleration of the airplane was slow and he soon realized the airplane was

not going to stop on the runway and attempting a go-around was not an option

due to the amount of runway remaining. The airplane departed the runway end

at a speed of 20 to 30 mph. and proceeded onto a down sloping grass overrun

area. As the airplane was about to come to a stop, 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 at Palwaukee and stated that

the Citation pilot reported braking action as good at Cuyahoga County Airport.

As the flight arrived in the 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.

continued
SOURCE:

OPERATOR:

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

The airplane Was then re-vectored back and became established on the

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 by the tower controller. The airplane «broke out" about 200-

300 feet above the decision height, with the runway in sight 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 slide to the right. The SIC straightened out

the airplane and both crew members felt that there was no antiskid. At that time

the SIC determined that there was insufficient remaining runway to abort the

landing and committed himself to slow the airplane down. The airplane then

departed the runway at 30-40 mph into a grassy overrun area whereupon the

nose gear collapsed prior to the airplane stopping.

An employee plowing the runway positioned himself and the plow at the intersection oftbe runway and taxiway A8. After the first plane landed, the Hawker,

the pilot reported that the braking action as poor. 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 of speed.

At 2245 local time, personnel conducted a runway condition report which

stated that the Runway 5/23 condition was "covered with a thin layer of snow."

Friction meter measurements for Runway 23 were "approach end 50, midpoint 45, roll out 45."

A review of the Cuyahoga County Airport diagram revealed that the taxiway

A5 intersection was about 2,868 feet from the approach end of Runway 23 and

the A6 taxiway intersection was located about 3,300 feet from the approach

end of Runway 23. Weather at 2245 at Cuyahoga County was, winds from 330

degrees at 12 knots 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

\YEA TIlER: IMC. 1,300 ft. overcast, vis. 2.5 mi., wind 060/1 0 gusts to 20,

temp. -3C, dew point -3C

PILOT DATA: ATP rated PIC

SUMMARY: On March 25,2002, at 0901 EST a Mitsubishi MU-300, N 617BG,

was substantially damaged during a landing 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 of the 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 fair to good despite snow and

ice on the runway.

SOURCE: NTSB

OPERA TOR: Corporate Flight Management Inc., Smyrna, TN
DATE AIRCRAFT REGNO. OPERATOR

TIME DATA SIN PURPOSE PHASE DAMAGE

02-05-01 BE-400A N 498C\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. 10 rni., wind ]20106, temp 2IC,

dew point 8C

PILOT DATA: PIC: ATP, 3,000 total hrs., i.r 00 hrs. in type

SIC: ATP, 3,000 total hrs., 280 hrs. in type

SUMMARY: On May], 2002 at 1653 EDT, a Beechjet 400A, N 498CW, was substantially damaged when it overran the runway during landing at the

Baltimore- Washington Int"L Airport. Tbe two certificated ATP pilots

and four passengers were not injured. VMC conditions prevailed and

an IFR flight plan was filed for the executive transport flight originating

at Reading, PA.

The captain was interviewed at the scene and said he 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 six miles out I did not hear that we were

cleared for the visual approach. The FMS locked up on me so I was distracted. We were on an assigned heading, on vectors, at an altitude that

was higher than I thought we should be. I asked the first officer,' are we

cleared for the visual?' and he said 'yes, we are'. I put down the flaps

and gear and said we are high and fast but OK.

continued
02-05-01 BE-400A N498CW (continued)

The first officer said 'Hey man, we need to go around' but we were over the

threshold and ~~~:::5~~-."Je ',-.-;:'-:-:: OK. We touched down but J didn't know

where exactly. The first officer said 'we're not going to make it', but I thought

we would. I thought it was too late to go around".

When the aircraft crossed the threshold of the 5,000 ft. runway it was about

300 ft. agJ and the captain said the air speed 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 a heading of21 0 or 220 at 4,000

ft. and "we were given direct to the airport. At that time, I was putting the

ILS into the FMS at the same time the captain was putting in the frequencies".

At this time, the jet was cleared for the visual approach. "As we turned final,

I thought we were too high and the tower called and asked if we could make

it. I said that we could, but then it appeared that we could not. At 1/4 mile 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". A couple of seconds later, we touched down and I said again

'we're not going to make it'. At this point there was no change. The thrust

reversers were already deployed and I popped the speed brakes ..J thought we

were Vref plus 40 and coming down at 1,700 fpm, When we touched down,

maybe 50 to 60% of the runway remained".

ATC transcripts and radar daia revealed that the jet was fv·c miles 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 of the airport.

When the aircraft was cleared .to land, it was at 2,300 ft. about 2 miles from the

airport and traveling a'f. W01mots."

Interpolation of the 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

J 996 BE-400A which had 2, 349 hours and last inspected on 04112/02.

SOURCE: NTSB

OPERA TOR: Flight Options Inc., Cleveland, OH
DATE 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 x 50 ft., asphalt

VMC. 5,500 ft. scattered, vis. 7 mi., wind 150/07, temp. 30C

PILOT DAT: PIC: ATP, 5,600 total hrs.

SIC: ATP rated

SUMMARY:

PROBABLE

CAUSE:

SOURCE:

OPERATOR:

On May 2,2002 at 1430 CDT, a Cessna 560 Ultra, N 397QS, owned

by private individuals and fractionally operated, was destroyed when

it overran Runway 15 at theReal County Airport, Leakey, TX, some

40 miles southwest of Kerrville, TX. The ATP rated PIC, SIC and their

four passengers were not injured. VMC conditions prevailed and an IFR

flight plan was filed for the 14 CFR Part 91 flight. The flight originated

from Houston, TX at 1315 CDT.

The pilot who was landing at the airport for the first time noted that

although the approach speed and descent rate were normal, but descending

at idle power, he noticed the speed was 16 kts. 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 lead passenger had been flown into this airport on

eight previous occasions without incident.

The pilot's failure to land the aircraft at the proper touchdown point to

allow adequate stopping distance.

NTSB

NetJets, Columbus, OH

- , •. OrlOCOT C QQ~II IN~ l\c::~rIATrS
DATE 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 x 75 ft. with 600 ft.

displaces threshold)

WEATHER: VMC. Sky clear, vis. 10 mi., temp 30 C, dew point -I C

PILOT DATA: ATP rated

SUMMARY:

SOURCE:

OPERATOR:

PROBABLE

CAUSE:

On August 13, 2002 at 1115 PDT, a CE-550S, N 50BK, was destroyed

during landing on Runway 26 at Big Bear City Airport, Big Bear, CA.

The airline transport rated pilot in command who was type rated in the

CE-500, the first officer and their five passengers were not injured.

VMC conditions prevailed and an instrument flight rules was filed for

the l 4 CFR Part 135 an derna...• ad air taxi 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 in a dry pond. A post crash

fire consumed the airplane as the occupants were evacuating.

NTSB

C;;.:"porate Flight 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 around
DATE AIRCRAFT REGNO. OPERATOR

TIME DATA SIN PURPOSE PHASE DAMAGE

02-08-30 L-25C N45CP CommlAirTaxi Landing De".nYed

1307 EDT SIN 073 EMS

INJURIES: Fatal Serious Minor/None

Pass: 1 1

Crew: 3

Other:

LOCATION: Lexington, KY

AIRPORT: Blue Grass Airport, Runway 04, 7,003 ft long

WEATHER: VMC. 4,300 ft. broken, vis. 10 mi., wind 050/07, temp 27C, dew pt. 18C

PILOT DATA: PIC: ATP, almost 2,000 hrs. in Lear 20 Series

SIC: Comm. Multi-engine Instrument

SlThflvlARY: On August 30, 2002 at 1307 EDT, a Learjet 25C, N 45CP, was destroyed when it overran a runway at the Blue Grass Airport, Lexington, KY.

The 77 year old patient was fatally injured. The captain, first officer,

flight nurse and another passenger were seriously injured and a truck

driver received minor injuries. An IFR flight plan had been filed for the

flight between Marco Island Airport, FL and Lexington. KY. The flight

was conducted under 14 CFR Part 135. The deceased passenger was enroute to Lexington to receive medical treatment and was belted into the

seat on the left side of the cabin just aft of the cabin door. The other

passenger was seated directly behind her. The flight nurse was seated

on the right side of the cabin immediately forward of the medical

stretcher which was not occupied.

According to a Lexington tower controller, the airplane landed about

2,000 ft. beyond the approach end of Runway 04. The nose of the airplane touched down and then rose as if the pilot was conducting aerodynamic braking. A parking 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 of the runway.

continued
02-08-30 L-25C N45CP (continued)

After touchdown the airplane continued down the runway until it left the

camera's view, Shortly thereafter the camera panned to the departure end of

the runway and to the heavy smoke emanating just beyond :~-:.~. UJi',;;,'ayVh

U.S. Route 60. A review of tower transmissions revealed that shortly before

the airplane went off the runway, one of the pilots keyed the microphone and

shouted "brakes, brakes".

During the accident the captain suffered head trauma and subsequently could

not remember any part of the accident flight after it's departure from Florida.

Due to the severity ofhis injuries, the first officer was not interviewed at this

time.

According to the company director of operations, the operator managed 17

contracts in which "d/b/a's" obtained their own customers, charged and collected fees for services under their own Dept. of Transportation - registered

d/b/a name and incurred all expenses. The operator received signing and

monthly flat fees 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 in Lear 20 Series, stated the accident airplane was

"one of the 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 of the runway was followed

by a paved overrun followed by a grassy area for about 50 ft. The grass area

then dropped off about 50 ft. at an angle of 60 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. in height.

Beyond the ILS platform, about 60 ft., there was a drainage ditch which ran

along Route 60 which was about 5 lanes in width.

No skid marks were found on the runway, however light straight line skid

marks matching the width of the jet's main landing gear were found on the

last part of the paved overrun for about 40 ft.

continued

J
l

SOURCE:

OPERATOR:

02-08-30 L-25C N 45CP (continued)

The skid marks along with added marks matching the position of the jet's

nose wheel continued through the grass to the edge of the drop off. There

were no tire tracks beyond the edge of the drop off. The northwest (left)

half of the ILS platform was cut off horizontally with the tallest remaining

structure rising to almost 1/3 of it's original height. The majority of the platform top had fallen straight down into the remaining 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 of the wreckage revealed that the right wing was detached from

the fuselage and the empennage was burned from the engine's aft. Both main

landing gear were detached and the nose wheel landing gear was collapsed.

One of the four main landing gear tires exhibited a bald spot which did not

penetrate to the cord. The thrust reversers were out of the stowed position but

were not deployed. The drag chute was also not deployed. Flap position could

not be determined due to ruptured hydraulic lines. In the cockpit, throttles

were at idle and the flap handle was in the down position. The drag chute

handle and the emergency brake handle were in the stowed position however

the "emergency air" gauge indicated zero. The flap position indicator was up

and landing reference speeds were 123 knots on the captain's side and 121

knots on the first officer's side.

The brake calipers were tested with compressed air and operated normally.

Brake disc pads 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 ASSOCIATES
DATE 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, a Learjet 60, US registration

N 5027Q but owned and operated by a Brazilian company, crashed

during landing at the Luis Beck da Silva Airport, 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 a Brazilian company which kept

the US registration and was being ferried to Brazil by a contract ferry

pilot in the left seat as PIC and the company non-rated co-pilot in the

right seat. The company captain was in the 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 of the runway. After leaving the runway it continued to cross

the grass for about 200 ft. and impacted the embankment side of the

road. The a~ci;:J~ntoccurred in daylight but in heavy 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. 10 mi., wind 200/06,

temp.ll C, dew point 9C

PILOT DATA: ATP, CE-500/525, 2,100 total hrs., ] 10 in type, 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 a nmway overrun at the Dexter Regional

Airport, Dexter, ME. The ATP rated pilot and one passenger were

seriously injured and two passengers received minor injuries. VMC

conditions prevailed for the business flight that departed Robertson

~A---.... ;mArt r-'" ,

Pbin"illp __ -'. rT__.A ••...••••<>.

_

"hAnt

•••••••...., ••.•••••.•••••

()O~{)

J -' ••.••.•.

tror

,-,.

thp LJj. .•.•••...npyfpr

.A...J ..•••...•. 1l. •...•••...•. ".L...&.A

& ;rr-rort y'-'.a IL.. ~An.•...•.•.•..•.•.T];D"

flight plan was filed for the flight being conducted under 14 CFR Part

91.

According to the pilot, he departed Plainville and climbed to FL 290.

The flight progressed without incident and descent was initiated approximately 80 miles south of Dexter. While being vectored for the GPS 34

approach and descending through 6,000 ft. the airplane entered VMC.

Once dear of douds, visibility was approximately 10 miles and the pilot

canceled his IFR clearance about 10 miles from the airport. Approximately 6 miles from the airport the pilot selected approach flaps and

lowered the landing gear after slowing to VIe.

continued

l C~~9ht ROBERT E. BREILING ASSOCIATES
02-10-07 CE-525A N 57EJ (continued)

He entered a modified right base for Runway 34 which was 3,000 ft. long,

150 ft. wide and asphalt surfaced. He turned final about 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 in the first quarter of the runway slightly above Vrefand the

pilot selected ground flaps and applied the brakes. He could feel the anti-skid

pulsating through the brake pedals but the airplane did not decelerate as

expected. To verify the brakes were functioning, he momentarily reduced

brake pressure, reapplied the brakes and once again felt the anti-skid pulsating.

He could not remember ifhe felt the airplane decelerate when he reapplied

the brakes.

About halfway down the runway, the pilot became concerned about stopping

within the distance remaining so he aborted the landing. With approximately

1,500 ft. remaining, he removed 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 by approach control favored Runway l6 but the pilot

favored Runway 34 because the tailwind component was negligible and landing

on Runway 16 would require a steeper approach because of a hill north of the

runway. The pilot also added that the enhanced ground proximity warning

system sounded "sink rate" on final which according to him was not unusual

and had done so in the past even when the airplane was on a VASI descending

at 500 ft. per minute.

Examination of the runway revealed a pay- of skid marks that started 642 ft.

from the approach end and continued to the end of the runway, 2,450 ft. away.

At the end of the runway, the skid marks transitioned to wheel marks in the

grass covered overrun and a third mark equally spaced between the other two

began. The three marks continued to a drop off that 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

J
02-]0-07 CE-525A N 57EJ (continued)

A ]2 inch pipeline running along the north side of the road had scratch marks

along the projected path of the airplane. The airplane came to rest about 300

ft. past the end of the runway and partially on a 10 foot upslope that ran perpendicular to the runway. The airplane was in tact and all the structural and

flight control surfaces were present. Damage to the airplane consisted of impact damage to the nose, left wing, bottom of the tail section and right wing.

The nose gear was crushed rearward, the left main landing gear was down and

partially separated from it's mounts and the right main landing gear was down.

Both main landing gear tires were in serviceable condition and inflated The

condition of the nose wheel tire could not be confirmed. The left and right

flaps were approximately 15 degrees and the flap handle was up along with the

flap indicator. The thrust attenuators were stowed and the control switch was

in the auto position. The anti-skid control switch was on. The power brake

accumulator was discharged and the brake fluid reservoir 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 a tailwind

SOURCE: NTSB

OPERATOR: Douglas D. Schumann, Southington, CT

l -------Coovr-ioht ROBERT E. BREILING ASSOCIATES
LOCATION: Troy, AL

AIRPORT: Troy Municipal Airport, Runway 07,5,010 ft. x 100 fl., asphalt

WEA TI-IER: VMC. 8,000 ft. scattered, vis. 10 mi., temp. ]6C, dew point 8C,

wind 170/08

PILOT DATA: Unreported

SUMMARY: On January 14,2001, at 1345 CST, a Lear-60, N IDC collided with two

deer during landing and ran off the end of Runway 07, at Troy, AL TIle

managed airplane was operating under the provisions of 14 CFR Pan

91, when the accident occurred. VMC conditions prevailed and no

flight plan was filed. The pilot and first officer received serious injuries

and the airplane was destroyed by impact and the subsequent postimpact fire. The flight originated from Love Field in Dallas, 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 of the runway near the end, crossed a taxiway and

impacted into a ditch and burst into flames. Local rescuers were able to

extract the crew before the fire engulfed the cockpit. According to the

pilot, the thrust reversers failed to operate when activated. The airport

was not surrounded by a fence.

SOURCE: NTSB

OPERJ\TOR: Dallas Cowboys operated by Ark Air Flight Inc

1

~ Ccp)"""Qht ROBERT E. BHE lUNG ASSDCIA-:t:S
01-02-04

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

WEA TIIER: VMC. 4,000 ft. broken, vis. 10 mi., temp 20C, dew point 17C,

wind 270105

PILOT DATA: ATP. 4,500 total hrs., 1,500 hrs. in type, 140 hrs. last 90 days, age 32

SUMMARY: On February 4, 2001 at 1324 EST, a Learjet 25B, N 48WA, skidded

off the runway at St. Lucie InCI. Airport in Fort Pierce, FL. The

aeromedical flight was operated under the provisions of 14 CFR

Part 91. VMC conditions prevailed and a flight plan 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 off he experienced a landing 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 off to the

left side of the runway. Maintenance records revealed that the landing

gear assembly had been removed and reinstalled during a recent

maintenance procedure.

PROBABLE

CAUSE: Examination revealed that the left main landing gear trunnion pin was

improperly installed by mechanics and not in accordance 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, a DassauIt Falcon 900, N 59CF,

was substantially damaged when it departed the side of the runway

during landing roll at Pinedale, WY. The airline transport certificated

pilot and co-pilot, the flight attendant and the five passengers were

not injured. The flight was operating on an instrument flight rules flight

plan under CFR 14 Part 91. The flight originated from Ronald Reagan

Memorial Airport, Washington, DC at 1826 EST. IMC conditions prevailed at the Pinedale Airport.

According to information supplied by the crew, during landing roll the

aircraft pulled to the left and corrective action did not prevent it from

exiting the left side of the runway. The aircraft came to rest approximately 30 ft. left of the runway edge of Runway 29. The weather at

the time was approximately 800 ft. overcast, visibility 3/4 of a mile in

snow showers with wind from 290 at 4 knots. Damage was sustained

to the left main landing gear, left wing, wing slats and the No.3 engine

nacelle. The aircraft was being managed for a company by a 14 CFR

Part 135 operator and is classified as a corporate/exec accident.

continued

______________ Cq:>yr'ght ROBERT E. BREllING ASSOCIATES
PROBABLE

CAUSE:

SOURCE:

OPERATOR:

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

Examination of the brake system provided evidence of a malfunction

in the number 3 and 4 wheels anti skid tachometer which resulted in

the braking on the 3 and 4 wheels not operating at the same level as

on wheels I and 2.

The probable cause of this accident assigned by the NTSB is:

Loss of control due to a partial 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.,

ice covered

VMC. 1,800 ft. overcast, vis. 4 mi., temp 7C, dew point ] ]C, wind calm

ATP rated

On February 26,2001 at ] 030 EST, a Cessna 500, N 234UM., operated

by an airline transport pilot, sustained substantial damage during landing. The airplane departed the end of Runway 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 at the time of the accident. The medical "Lifeguard" flight

was being conducted under the provisions of 14 CFR Part 135. An

instrument flight rules flight plan was on file from 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 of a small cliff approximately

300 ft. northwest of the departure end of Runway 32. The airplane's

forward pressure bulkhead was bent aft.

continued

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

The airplane's left wing leading edge was bent inward and the 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 in effect at the time of

the accident stated for Sault Ste. Marie Municipal Airport, "icy runway, nil

braking".

PROBABLE

CAUSE: The probable ~ause of this accident as determined by the NTSB is:

The pilot exceeded the available runway distance during landing and the pilot's

delay in executing a go-around.

Factors relating to the accident were, the pilot's improper pre-flight planning!

decision, the pilot disregarding the NOT AM for the airport, the pilot failing to

properly consider the warning given by the Unicorn operator regarding the icy

runway and nil braking action, the icy runway, 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/N one

Pass:

Crew: 2

Other:

LOCA TI ON: 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, a Hawker Siddeley HS-]25-3A,

registration N 48DD, was substantially damaged when it overran the

runway while landing at the Sikorsky Municipal Airport, Bridgeport,

CT. The two certificated airline transport pilots were not injured. IMC

conditions prevailed and as instrument flight plan was filed for 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 at the time of

the accident. An ILS approach to Runway 6 was executed and the airplane descended out of the overcast clouds about 400 ft. above the

ground. The runway appeared dry with blowing snow across it and the

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. TIle flight 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 a lack of deceleration, the co-pilot selected tbe parking brake. The

airplane continued off the departure end of the runway, impacted a non-frangible

fence and came to rest with about 4 ft. of the airplane protruding onto a public

access road.

A witness was driving on a road located about 1/4 mile prior to Runway 6 about

the time of the accident. The witness stated that he observed a jet airplane on approach to the airport and estimated that it crossed over the threshold of the runway

at an altitude of about 100 ft. and about 125 ft. to the right of the runway centerline. It banked to the left about 10 or l5 degrees and became aligned with the

centerline. The witness thought he would see the airplane execute a missed

approach but it continued to fly down the runway about a gear length above the

runway. The Witness did not observe the airplane touch down on the runway due

to snow obscuring the visibility which he estimated as 3/4 of a mile. The witness

estimated the speed ofthe airplane as "bot" but could not estimate in numerical

value.

The pilot who was flying a PA-31 the day of the accident stated he had flown the

ILS to Runway 6 just prior to the accident airplane and was asked by ATC to keep

his speed up for a trailing airplane. The pilot recalled that the weather conditions

were visibility of about 1/2 to 3/4 of a mile with a ragged 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 it was snowing

very heavy at times with wet, heavy snowflakes.

An airport operations officer conducted a braking~ctjon test on Runway 6 after

the accident. The test was conducted using a vehicle at a speed of 40 mph. He reported the braking action as good for the first, second and third portions of the

runway. He also observed 1/8 to 1/4 inch of slush patches on the runway surface.

The air traffic 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 a high rate of speed.

Examination of the airplane found the emergency brake lever located in the cockpit to be in the release position. The accumulator pressure was full scale high.

continued
I

I

SOURCE:

01-03-09 HS-1253A N48DD (continued)

When the emergency brake was selected, a squishing sound was heard and the

brake pads of the left and right main landing gear were observed to move. The

emergency brake was then released. The brake pedals on the left and right side of

the cockpit were applied individually and each time pressure was applied a squishing sound was heard and the brake pads of the respective main landing gear were

observed to move.

A NOT AM was issued by the Bridgeport Operations Office that said "thin, wet

snow all surfaces". No further NOT AMS were issued that related to runway

surface conditions.

The airport weather at 1354 was winds, 080/05 knots; 3/4 mile visibility in light

snow and mistj.overcast skies at 300 ft. and a temperature at 34 degrees F.

NTSB

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

___ rrr>vrlnht ROBERT E. BREILING ASSOCIATES
DATE 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. 10 rni., wind 360/03, temp 13C

PILOT DATA: ATP. 8,550 total hrs., 40 hrs. in type, age 54

SUMMARY: On June 7, 2001, at about 1140 hours PDT, a Gates Learjet 24A,

N 805NA, sustained substantial damage when it made a hard landing

at Southern California Logistics Airport, Victorville, CA. The aircraft

was operating as a Public-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 j 055. Viyie conditions

prevailed and no flight plan 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 a pilot 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 off the right side of the runway.

continued
01-06-07 L-24A N 80SNA (continued)

The PIC had not demonstrated the handling characteristics of the airplane

with the yaw damper off and he felt he did not react quickly enough to

prevent the accident.

PROBABLE

CAUSE: The probable cause of this accident was determined as follows:

The co-pilot inadvertently induced a lateral oscillation resulting in an in flight

loss of control. The pilot in command failed to adequately supervise the co-pilot.

SOURCE: NTSB File No. 1110 I

OPERATOR: NASA - Dryden Research Center
r

DATE AlRCRAFT REGNO. OPERATOR

TIME DATA SIN PURPOSE PHASE DAMAGE

00-01-27 rvfU-300 N 900WJ Business Landing Substantial

1015 CST SIN 28SA 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

On January 27, 2000 at 1015 CST, a Mitsubishi MU- 300, registration

N 900WJ, overran Runway 31R during landing at the Dallas Love

Field Airport and struck the terrain. The airplane was operating under

CFR 14 Part 91. The two commercial pilots and their four passengers

were not injured. The airplane sustained substantial damage. IMC

conditions prevailed for the business cross country flight and an !FR

flight plan was filed. The flight departed 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 a Boeing 737 land at Love Field

and report braking action fair.

A master warning light illumination in the cockpit indicated that the

horizontal stabilizer heat had failed. The crew continued the approach

to get the airplane out of the icing conditions and on the ground as soon

as possible. Considering the possibility of ice accumulation on the horizontal stabilizer, the touchdown speed was 120 knots in lieu of 108

knots and the flaps extended to 10 degrees in lieu of 30 degrees.

continued

J
PROBABLE

CAUSE:

00-01-27 MU-300 N 900WJ (continued)

The captain further stated that "on the approach, we broke out as expected and had

good visibility of the runway and noticed that the runway had slush on it". The aircraft touched down approximately 1,500 ft. down the runway and the captain began

applying the brakes. The aircraft did not have any braking action and the anti-skid

was not pulsing. With about 1,500 ft. of runway remaining, it looked to the captain

like there would be enough available runway to stop the aircraft. Beyond the departure end of the runway, there was a steep downhill embankment and telephone poles.

The captain forced the aircraft to depart the right side of the 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 a during the walk to the FBO the crew had not

observed any emergency vehicles responding to the site.

The crew reported the temperature at 32 F with a broken cloud layer at 600 ft. AGL

and the overcast layer at 1,200 ft. The 3/4 mile visibility was reduced at times to

~ mile due to mist.

The FAA inspector responding to the site reported icing conditions with ice and

slush on the runway. Precipitation in the form of sleet was reported by the inspector.

Following aircraft inspection, structural damage was found to the right wing rear

spar at the wing route and damage to the left main landing gear and fuselage.

Pilot's decision to continue the approach in freezing rain

with a failed stabilizer anti-ice system. A contributing

factor was the slush covered runway

SOURCE: NTSB

OPERATOR: Matrix Aviation, Denver, CO
DATE 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, a Learjet 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.

continued
PROBABLE

CAUSE:

SOURCE:

00-03- 12 L-60 N 240FX (continued)

Due to the terrain in Jackson Hole, the pilots opted for a precision ILS approach

to Runway 18 rather 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 0 10/07 kts. giving the pilot a tail wind

component of approximately 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 160 knots 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 a thin

layer of ice 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" in response to the minimal deceleration achieved through maximwn braking. According to the NTSB, the Lear 60

flight manual indicates that when emergency braking is used, the anti-skid protection is deactivated. The CVR recorded a high pitch sound at 0839:44 which was the

high-pressure air of the emergency braking system being activated. The flight

manual also states that landings on contaminated runways are allowed only under

the following conditions: headwind of between 0 and 30 knots, 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

a maintenance discrepancy.

The failure of the pilot to follow the airplane manufacturer's recommended landing

procedures for a contaminated runway by landing with a tail wind. Factors were

the inadvertent deactivation of the anti-skid protection, the ice contaminated runway, and the snow covered terrain beyond the runway.

NTSB

OPERATOR: Flex.let, Dallas, TX
DATE

TIME

00-04-04

1721 EDT

INJURJES:

AIRCRAFT

DATA

REGNO.

SIN

OPERATOR

PURPOSE PHASE DAMAGE

DA-20C N 175GA

SIN 45

Comml AirTaxi 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 a factor

PILOT DATA: PIC: ATP rated

SurvIMARY:

l

On April 4, 2000, at about 1721 EDT, a Dassault Falcon DA-20C,

registration N 175GA, operating as a 14 CFR Part 91 positioning flight,

experienced a failure of the left main landing gear to extend for landing

and an excursion off the runway edge during landing roUout at Opa

~. FL. V1'vICconditions prevailed and an IFR flight plan was filed.

The airplane sustained minor damage and the ATP rated PIC and

commercial rated SIC were not injured. The flight left Louisville, KY

about :2hours 21 minutes before the accident.

According to the pilot, when the landing gear handle was selected down

by the SIC, none of the three landing gears extended. The pilot commanded the gear handle up and back down a second time, but again, to

no avail. At this point, the pilot executed a go around. and on his downwind leg, he commanded the reading and execution of. "Procedure An

of the checklist for, "Landing Gear Extension Failure", (there is a Procedure B and a Procedure C that should be followed in sequence, if

necessary). At the completion of the "Procedure A", the right main and

nose gear indicated extended however the left main gear indicated not

extended, and the pilot lost all hydraulic boost to the night controls. At

this point the pilot declared an emergency and stated he would be

landing as soon as possible.

continued
PROBABLE

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 of the left hand 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. ]0 mi., wind] 70/14,

gusts to 19 knots, temp. 70F, dew point 54F

PILOT DATA: PIC: ATP rtrted- 'O? -. .,~ {...L..,..-".~,Hfr.r77Tf...;,..-

SIC: ATP rated

SUMMARY:

l

On January 22, J 999 at about] 520 EST, a Cessna 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 a training

a company intern were not injured. YMC conditions prevailed and no

flight plan had been filed for the flight which departed the Cincinnati

Municipal-Lunken Airport.

In a written statement, the pilot said "everything seemed routine until

touchdown. After the weight of the airport settled on the mains, we

heard a loud 'pop' and the right gear collapsed. We did everything to

keep the airplane on the runway" 0

The airplane veered off the right side of Runway 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 of the runway.

continued
PROBABLE

CAUSE:

SOlJRC~:

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

Examination of the landing gear system did not reveal any malfimctions

or internal component failures. Further testing revealed it was possible

lor the airplane's side brace actuator to unlock mechanically by repeated

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 limit value, the side brace actuator could be induced to unlock in a

minimum of 50 cycles.

Damage was classified as substantial by the FAA inspector assigned.

Winds reported at the airport at 1451 were from 170 degrees at 14

knots with 19 knot gusts.

The probable cause of this accident assigned by the NTSB was the collapse

of the airplane's right main landing gear due to inadequate design by it's

manufacturer.

NTSB

OPERATOR: Executive Jet, NetJets, Inc. Columbus; OH
DATE 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 flight hours

SIDvfMARY:

l

On February 16, 1999 at 1318 hours PST, a Grumman G-1159

Gulfstream-II, registration N 711TE, sustained substantial damage when

it departed the end of Runway 16 after landing at the Van Nuys Airport.

CA. The airline transport pil~st officer, flight attendant and sole

passenger were not injured. ~ flight was conducted as an on-demand,

domestic passenger flight under 14 CFR Part 135. Three parked and unoccupied aircraft were destroyed; one sustained substantial damage and

another minor damage when the G-II aircraft traveled into a tie 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 in Montrose, CO and seven passengers

deplaned. The aircraft then departed for Van Nuys.

The passenger stated that the flight was unremarkable through the early

stages of the approach. All three crew members were in the cockpit area

with the cockpit door to the cabin closed. The seat belt light was illuminated but no other briefing was conducted.

continued
99-02-16 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". He pressed ills feet into the seat back in front of

him. For the last three or four minutes of the flight, he heard a loud,

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 of the 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 a high

speed at what he estimated to be 30 to 40 feet over the runway for some

time, the passenger said he thought the aircraft had better get on the

ground or go around. After that he felt the main wheels touch down but

he thought the nose wheel was still in the air. Eventually the nose dropped but he did not hear the thrust reversers spool up. He said he had no

sense of slowing down as the aircraft was progressing down the runway.

The he heard the reversers spool up and he was pulled forward in ills

seat. Braking attempts did not feel successful to rum; he could feel them

cycle on and off The aircraft turned sharply to the left and felt like it

was banking to the left. At that point he thought the right wheel was off

the ground and the aircraft would roll over. He could see that they continued to travel over a grassy area and back onto pavement. Then he

could see and hear them hitting parked aircraft. Four smaU planes and a

pickup truck were damaged and more than 300 gallons of fuel spilled

out of the airplane. The aircraft stopped and he did not 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 of the crew members directed any attention

to him. At tills point he noticed what be believed to be fuel running down

the top of the wing and he said, "I think we have a problem". He heard

crew members say"Oh God, we'll go out the back", and "let's go".

All three crew members ran by him to the back of the aircraft and exited

through the baggage door without directing any comments to rum or

offering ~assistance. He went to the back of the aircraft and jumped

to a waiting fireman.

~i'-1

continued

'---- Coovr-ioht ROBERT E. BREILING ASSOCIATES J
SOURCE:

99-02-16 Gulfstream II N 7 lITE (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 said the flaps were down. A mechanic experienced on Gulfstream aircraft observed the touchdown and

stated that it looked like it hit hard and there appeared to be more smoke than

normal. He also noted there were alternating puffs of smoke

and clearing. The right side smoked more than the left. An FAA inspector measured 3,400 feet of skid marks on the 8,00] ft. long runway

starting near Taxiway] 3G. He measured another 1,072 ft. to the aircraft's final resting point. The aircraft had touched down approximately

4,000 ft. down the 8,000 ft. runway.

The aircraft struck a row of west facing parked aircraft with it's left

wing and nose, then stopped on an easterly heading. Approximately

100 ft. offence was knocked down or tom by the various aircraft. The

nose of the G-II was over the fence and into a parking lot. The left wing

of the G-II exhibited numerous scrapes and dents and had several large

gauges in it's leading edge. Several nose gear components suffered impact damage. The nose gear was pushed back and leaking fluid from a

fractured line. The nose gear had to be removed to facilitate separation

ofthe damaged aircraft and more fluid leaked out. The outboard right

main tire was flat.

On February 17, ]999, the day following the accident, another nose

strut assembly and a new main tire were installed on the G-Il and it was

towed to the jet center at Van Nuys. The two cut nose wheel steering

cables Were pulled manually and the cockpit control was observed to

follow these left and right movements. Jet Center mechanics performed

operational checks as prescribed in the Gulfstream computerized maintenance program and the 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

l
DATE 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 Mino r/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 1 mi., wind 020/13, temp. 28F, dew point 26F

PILOT DATA: Commercial rated pilot

SUMJv1ARY: On February 18, 1999 at 1142 CST, a Mitsubishi MU-300, registration

N II ODS, operated by a commercial rated pilot, overran Runway 32

(5,680 ft. by 100 ft.) at the Columbus Municipal Airport, Columbus, NE

while landing.

The pilot in command, co-pilot and six passengers were not injured. The

airplane was substantially damaged. The 14 CFR Part 91 flight was operating in instrument meteorological conditions on an IFR flight plan.

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

final approach and witnesses recalled seeing the airplane in a 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 off the end of the 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 stilI reported

poor.

continued
PROBABLE

CAUSE:

SOURCE:

OPERATOR:

99-02-18 MU-300 NI10DS (continued)

The probable cause of this accident assigned by the 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 off the end of the runway, and the low ceiling at the time

of the landing.

NTSB

Delta Star Inc., Hawthorne, Nevada
AIRCRAFT

DATA

REGNO.

SIN

DATE

TIME

OPERATOR

PURPOSE PHASE DAMAGE

BE-400A N 400VG

SIN 113

99-04-17 CorplExec Landing Substantial

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 in type, last check, Jan.'99

SIC: ATP, 6,]]] total hrs., 125 in type, last check, Jan'99

SUlv1MARY: On April ]7, 1999 at about ]451 EDT, a Raytheon BE-400A, a Beechjet, 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

flight pian had been rued for toe flight that 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 of the runway which was 5,000 ft. long, 100 ft. long, asphaltA review of the CVR revealed the co-pilot said the airplane was" Vref

plus about 20 lets." when the airplane was ] 00 ft. over the threshold.

A witness at the airport stated that he was in front of the airport line

office when he observed the accident airplane touch down to the right

of his position. He stated that the airplane touched down "hard like it

fell out of the sky" and observed "a lot of blue smoke" coming from the

airplane tires. He looked away and when he looked back at the runway,

he observed the tail of the airplane disappear below the grass area which

extended beyond the runway.

l

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

In a telephone interview, the passenger who was seated on the right

side of the airplane in the second row, stated that it was very windy

and it seemed like the pilot was having a difficult time getting the

airplane on the ground. At some point after the touchdown, he looked

out the cockpit window and saw the end of the runway. He said the

airplane seemed like it was still moving "pretty fast". As the airplane

approached the end of the runway, he could see smoke coming from it's

tires. The airplane entered the grass area and he then sensed the airplane

was falling.

Another passenger, who was seated on the right side of the airplane in

the last row, stated he saw the runway while the airplane was on approach to the-airport. He said that he did not pay much attention to the

landing, however, within a second or two, he knew that the airplane had

reached the middle of the 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. A third passenger descnbed the impact as sudden "like we hit a brick wall".

A pair of parallel 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 of the tire marks contained a series of equal spaces

in between the tire marks. The tire marks extended past the end of the

runway and onto the grass area.

The grass area at the end of Runway 28 extended about 106 ft. The

terrain then sloped down at about a 45 degree angle for approximately

90 ft. then reached a plateau. This area contained small trees, bushes,

rocks and several previously cut trees. Beyond the plateau was a wooded area with continued down sloping terrain. The aircraft came to rest

on the plateau, upright and on a magnetic heading of250 degrees. All

major components of the airplane were accounted for at the scene. The

airplane's nose section was buckled slightly and crushed upward. The

tail cone was partially separated and canted to the left. The area near the

tail cone was crushed upward. The left wing 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 scratching observed on the underside ofthe fuselage or wings. The airplane's

left main landing gear was found extended.

continued

l
r 99-04-17 BE-400A N 400V G (continued)

The right main landing gear was collapsed outboard near the right flap and the

nose gear was collapsed and crushed into the 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

left spoiler control services to the forward cockpit area. Damage to the forward

cockpit area precluded a check of the right spoiler.

The PIC stated "as usual", he applied light braking and attempted to activate

the thrust reverser (TR) system, however, the TR handles could not be moved

beyond the "Deploy-Reverse-Idle" position. After the PIC cycled the levers two

to three times, he began to apply maximum breaking.

The aircraft's thrust reversers were found partially deployed. The left thrust

reverser was canted slightly to the right. There was impact damage noted on the

bottom of the left reverser and the left forward actuating ann was broken. The

right thrust reverser was not damaged and could be movedfreely. The left and

right engines were not damaged and both engine compressor fans were 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 by use of the starter motors and fuel was found in both 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 a training program for the 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 a multi-engine land rating

and a BE-400 type rating. He reported 4,700 hours of total flight experience on

his most recent application for an FAA first class medical certificate which was

issued June 6, J 998. The PIC's log book revealed he had flown about 126 total

hours since December 16, 1998 of which 107 hours were in the BE-400A He

also stated that he never performed a landing without the use of the thrust

reversers.

The co-pilot held an airline transport certificate with a multi-engine land rating

and a BE-400 type rating. He reported 6,111 hours of total flight experience in

January, 1999 and his log book revealed he had flown 142 hours since January,

1999 including 125 hours in the BE-400. Winds at the time of the accident were

reported from 290 at 15 gusts 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 of the accident was 290 degrees at 15 kts. gusting

to 21 kts.

The probable cause of this accident as determined by the NTSB is: The

pilot-ill-command misjudged his altitude and airspeed which resulted in an

overrun.

Contributing to the accident were the pilot's lack of total 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. 7 mi., wind 230/18 gusts to 25 knots,

temp. 73F, dew point 72F

PILOT DATA: PIC: ATP rated, over 7,000 total hrs., 2 yrs. flying the L-60"H'71 u/ "'11}ci~J

SIC: ATP rated, over 4,000 total hrs.

SUMMARY: On July 1,1999 at about 2224 EDT, a Lear 60, registration N 219FX,

was substantially damaged while landing at the Barnstable Municipal

Airport, Hyannis, MA. The certificated airline transport pilot, co-pilot

and two passengers were not injured. Vi\lC conditions prevailed and an

instrument flight rules flight plan was filed for the flight which originated

at the Dulles International Airport, Herndon, VA. The executive transport flight was conducted under CFR 14 Part 91.

The airplane had been previously positioned to Bradley Inr'l. Airport,

Windsor Locks, CT for maintenance work. The flight crew was instructed by dispatch personnel to fly the airplane from Bradley to Dulles to

pick up two passengers. The flight departed Dulles and proceeded uneventfully to Hyannis. Two miles from Hyannis, while on the ILS to

Runway 24, the crew noted that the left and right amber HYDR PRESS

lights began to illuminate.

continued

~. __ .L. OflOCOT C ODCII ,/\,r- .~~~~ .• ~~
99-07-01 L-60 N 219FX (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 did not respond. Additionally, the crew

attempted to use the thrust reversers which also did not respond. The captain

then attempted to apply emergency braking but the emergency brake lever would

not move. The captain then requested the first officer 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

off the departure end of the wet runway, struck a localizer antenna and came to

rest in a fence.

Examination of the airplane revealed that the left main landing gear actuator

extend hose leaked hydraulic fluid and was not torqued to specifications. According to a work item sheet, a corrective 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 in the event of a hydraulic 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 in Section V ofthe manual by a factor of3". The calculated landing

distance, uncorrected, was 3,690 feet. The factor of 3 required an 11,000 foot

runway. No abnormal or emergency quick reference check list were found in the

cockpit and there was no mention of abnormal or emergency procedures in the

cockpit voice recorded transcript. An aircraft flight manual which contained an

abnormal check list and procedure section was found in the side pocket next to

the captain.

Examination of the company personnel files revealed that the captain had been

issued an "Employee Warning Notice," in August 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

I
PROBABLE

CAUSE:

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

The probable cause of this accident assigned by the NTSB was the flight crews

inadequate coordination and their failure to utilize checklists. Also causal was

the captain's improper decision to continue the approach to a runway with

insufficient length.

A factor in the accident was the improper maintenance.

SOURCE: NTSB

OPERATOR: Bombardier Aerospace FJexJet, Dallas, TX
DATE 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. 10 mi., wind 110105, temp. 83F, dew point 75F

PILOT DATA: PIC: ATP rated

SUMMARY:

SOURCE:

OPERATOR:

On August ] 6, ] 999 at about 2347 EDT, a Canadair CL-600,

registration N 63HJ, operating as a CFR 14 Part 91 positioning flight

from Pueblo, CO to Fort Lauderdale, FL ran off the side of the runway,

collided with a taxiway sign and collapsed the nose landing gear while

landing on Runway 8 at the Ft. Lauderdale Executive Airport. VMC

conditions prevailed at the time and an instrument flight rules 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 off the left side of the runway, collided with a taxi 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 ASSOCIATES
AIRCRAFT

DATA

REGNO.

SIN

OPERATOR

PURPOSE

DATE

TIME PHASE DAMAGE

INJURlES: Fatal

N 224SC Private Landing

SIN 100 Passenger

Serious Minor/None

2

I

99-09-26 L-24 Substantial

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 ASSOCIATES
DATE 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,100 ft. 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, a Cessna CE-650 VB, registration

N 502T, experienced a nose gear collapse during an overrun landing

on Runway 09 (5,502 ft. x ]00 ft.) at the Manistee County - Blacker

Airport, Manistee, MJ. The 14 CFR Part 91 corporate flight was

operating in instrument 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

flight originated from Waukegan, IL at 0835 EST.

The airplane touched down approximately 3,100 to 3,200 ft. down the

5, 502 ft. long runway. It continued off the end of the runway where

the nose gear collapsed, puncturing the pressure bulkhead. The Awas

report received by the flight crew during the approach reported the

weather at the airport as partially obscured with a 200 ft. broken

ceiling. Minimum descent altitude for the approach was 441 ft. with

weather minimums of a 500 ft. ceiling and I 1/4 mile visibility. The

flight data recorder shows the airplane touched down at an airspeed

of 138 knots. The crew called out a Vrefspeed during the approach

of] 32 knots.

l C~YT'l9ht ROBERT E. BREILING ASSOCIATES
PROBABLE

CAUSE:

SOURCE:

OPERATOR:

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

The probable cause of this accident was the pilot's excessive airspeed

during landing, exceeding the proper touchdown point and failure to

execute a missed approach.

NTSB

Tenneco Management Co.

_____ -.-,_ r""I.~_.t ••.• "

j
DATE 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., 5 rni., 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, a Learjet 24B, registration

N 100DL, ran off the end of Runway 7, and collided with an FAA

equipment building shortly after landing at the Orlando Executive

Airport in Orlando, FL. The purpose of the flight was to transport

a Human Organ Transplant Team under Title 14 CFR Part 135 and

instrument flight rules. Visual meteorological conditions prevailed

and an IFR flight plan was filed. The commercial pilot, first officer

and fOUTpassengers 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, he caned for

flaps 20 degrees. The co-pilot activated the flap handle appropriately,

however, the flaps did not extend to the desired setting. The airplane

touched down at about 120 lets. and the pilot stated that "when the

brakes were applied nothing happened." The pilot deployed the drag

chute, applied emergency brakes and fun reversers. The aircraft

continued off the end of Runway 7.

NTSB

Allvl Airplane Co. Naples, FL

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

DATE 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 ]] :49 PDT, a Dassault Mystere Falcon 900,

registration N 900CS, operating as a ]4 CFR Part 9} personal

flight, veered off the side of the runway at Hamilton, MT. and

collided with the VASI lights during the landing roll. Visual

meteorological conditions prevailed at the time. An instrument

flight rules plan was filed. The aircraft was substantially damaged.

The two airline transport pilots and the seven passengers were not

injured _The flight had 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,

it veered 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 on the left

side. Post accident testing performed on the anti-skid generators

revealed that the left side inboard and outboard generators failed the

manufacturer's specifications. The right side inboard and outboard

generators passed all manufacturers specifications.

continued

"'-------- ------ Ccpyright ROBERT E. BREILING ASSOCIATES
98-07-02 DA-900 N 900CS (continued)

The left side generators were disassembled. The inspection did not reveal any

anomalies. A slight difference in the brush wear between brush fittings was

noted between the two generators. A short circuit between two adjacent

collectors was found in the outboard generator rotor fitting. The manufacturer's

representative reported that the short circuit was not due to a failure within a

cell a cell of the rotor, but was likely due to contamination present between

the two collectors.

PROBABLE

CAUSE: The probable cause of this 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 flight crew

NTSB File No. 09

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

T I r'IE

97-01-16

1515 CST

INJURIES:

AIRCRAFT

DATA

REG NO.

SIN

OPERATOR

PURPOSE PHASE DAMAGE

Lear 24 N 99lTD Comm/AirTaxi Landing

Pos itioning

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

T I ;~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

acci dent.

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 N 440HM (continued)

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~~;

~l+l '''1 rTtl~i Landing Subst

0716 i'1ST Passenger

INJURIES: Fata 1 Serious t1inor/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

wi nd, 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.eelsteering. 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 U ~ ey n erna tilonaI A"1 rport rs-»: "'d."I11/'1C,I_ -:> /c/C'(Jj..7C{ r«hr...er"

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