N500AG

HISTORY OF FLIGHTOn June 20, 2013, about 1410 eastern daylight time, an Israel Aircraft Industries Gulfstream 200, N500AG, overran the paved portion of the runway during landing at the Chautauqua County/Jamestown Airport (JHW), Jamestown, New York. The two airline transport pilots, two Federal Aviation Administration (FAA) inspectors, and the aircraft operator's chief pilot were not injured. The airplane sustained minor damage to the trailing edge of the left wing flap. The airplane was registered to a private individual and operated by Taughannock Aviation under the provision of Title 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed, and an instrument flight rules flight plan was filed for the instructional flight, which originated from the Greater Rochester International Airport (ROC), Rochester, New York, about 1350.

According to written statements by the pilots, earlier in the day the airplane flew to ROC with the operator's chief pilot in the jumpseat for the purpose of conducting a Part 135.299 checkride. After landing at ROC, the two pilots completed an oral examination with the FAA inspectors, and completed weight and balance and performance calculations for the practical test portion of the examination. The pilot flying stated that during the incident flight, the airplane landed within the touchdown zone of runway 25, about 1,000 feet past the threshold, following a "normal stabilized approach." After touchdown, the pilot flying deployed the engine thrust reversers and applied steady brake pressure; however, the "braking/stopping ability was nil."

According to a written statement provided by the operator's chief pilot, seated in the cabin section of the airplane, during landing rollout, that "noticeable yawing and a perception of the Braking and/or Anti-skid cycling and releasing separately three times as the aircraft slowed down." He further reported that he did not "hear or feel" a pronounced application of reverse thrust, and in the later part of the rollout he noted a "hard pull to the right just prior to a low speed exiting of the end of the runway."

The FAA inspector seated in the cockpit jumpseat reported in a written statement, "the touchdown was normal and within the 1000 foot markers, the PIC [pilot in command] activated the thrust reversers, but no power increase was noted. The braking action or deceleration was noted as 'smooth.' The second-in-command [SIC] was calling out the airspeeds and runway remaining and was noted to be alarmed by the last 2000 foot markers, it was also noted that the SIC, attempted to stand on the brakes just prior to the end of the runway. The PIC was noted as alarmed and applying maximum braking pressure and attempted to steer the aircraft to the right towards the taxiway at the end of the runway, but then straighten the aircraft out just prior to the end of the runway."

DAMAGE TO THE AIRPLANE

According to an FAA inspector, the airplane came to rest about 40 feet from the end of the paved portion of the runway. During the overrun, the nose landing gear and the trailing edge of the left wing flap made contact with two runway end lights, which resulted in minor damage to the flap. According to photographs provided by an FAA inspector, the airplane created a furrow in the soft turf a few inches in depth.

PERSONNEL INFORMATION

Pilot In Command (PIC)

The PIC, age 48, held an airline transport pilot certificate for airplane multiengine land, a commercial pilot certificate for airplane single-engine land, and several type ratings, including a type rating in the incident aircraft make and model. He also held an FAA first-class medical certificate issued April 30, 2013, with a limitation of "must wear corrective lenses." No flight time information was provided by the pilot or company.

Pilot Monitoring

The pilot monitoring, age 45, held an airline transport pilot certificate for airplane multiengine land, a commercial pilot certificate for airplane single-engine land, a flight instructor certificate for airplane single-engine and multiengine land, and instrument airplane, as well as several type ratings including a type rating in the incident airplane make and model. He also held a FAA first-class medical certificate issued May 7, 2013, with no restrictions. No flight time information was provided by the pilot or company.

AIRCRAFT INFORMATION

The airplane, an Israel Aircraft Industries Gulfstream 200 model, serial number 158, was a low-wing, twin-engine, tail-mounted turbojet airplane certificated in the transport category. According to FAA records, the airplane was issued an airworthiness certificate on March 13, 2007, and was registered to a private individual on January 25, 2013, as N818TS and re-registered on March 22, 2013, as N500AG. It was equipped with two Pratt and Whitney PW306A turbojet engines. The most recent logbook entry dated June 4, 2013, indicated a total time of 1,321.9 hours.

According to maintenance records, the left inboard main landing gear tire was replaced due to "tire wear" on December 8, 2012, with a recorded time of 1,206.5 hours and total cycles of 523. The remaining tires were also removed, inspected, and reinstalled. Both left and right brake assemblies, wheel speed transducers, emergency brake accumulator, and power brake valve were installed new during manufacture on March 13, 2007.

The airplane was equipped with hydraulically actuated, retractable, tricycle landing gear; each main landing wheel was equipped with full powered multiple segmented brakes operated by toe action of the pilot's or co-pilot's rudder pedals. Application of the brake pedals at either seat position delivered pressure to the directly connected master cylinder, which transferred it to a power brake valve through mixing valves. The power brake amplified the master cylinder pressure, thereby increasing the pressure to the respective main landing gear brake. An electrically-controlled anti-skid system was also incorporated in the power brake system. A stationary wheel speed transducer was mounted inside each main gear axle, and it electronically sensed any change in wheel rotation speed. By design, with the system "ON," as a skid is detected by the stationary wheel speed transducer, an electrical signal was supplied to the system, which released brake pressure. The system would continue to operate as long as the brake pressure was sufficient to result in the skidding condition, but not below approximately 10 knots.

A ground safety system was also installed, which allowed for safe operation of several systems either in flight or on the ground, including thrust reverser application for ground use only. Control was accomplished by the activation of the left, right, and nosewheel squat switches, which removed an electrical ground from the coils of ground safety relays. That, in turn, enabled or disabled their respective systems according to the position of the safety switches. Following the incident, the brake pins were examined, were of proper length, and the serial number for the brakes were, at the time of the incident, not affected by any manufacturer service bulletins. The thrust reverser system and weight on wheel system operated normally and no abnormalities were noted.

METEOROLOGICAL INFORMATION

The 1415 recorded weather observation at JHW, included calm wind, 10 miles visibility, clear skies, temperature 23 degrees C, dew point 09 degrees C; barometric altimeter 30.25 inches of mercury.

AIRPORT INFORMATION

The airport was a publicly-owned airport and at the time of the incident did not have an operating control tower. The airport was equipped with two runways designated as 7/25 and 13/31. The runways were reported as "in good condition" at the time of the incident. Runway 7/25 was a 5,299-feet-long by 100-feet-wide, and runway 13/31 was 4,500-feet-long by 100-feet-wide. The airport was 1,723 feet above mean sea level. Runway 25 was equipped with and instrument landing system (ILS) approach, GPS approach, and a VOR approach.

FLIGHT RECORDER

Honeywell Mark V Enhanced Ground Proximity Warning System (EGPWS)

The EGPWS was sent to the NTSB Vehicle Records Laboratory for data download. The unit provided aural and visual alerts and warnings of terrain proximity and low altitude windshear conditions. It received inputs from airplane sensors and systems such as the Air Data Inertial Reference Unity (ADIRU), GPS, and radio altimeter. The unit was designed to record events triggered by exceeding predetermined limits. Once a limit was exceeded, the unit would record one sample per second for the twenty seconds prior and 10 seconds after the exceedance. The unit recorded 640 flights with the incident flight being the last recorded flight, NO EGPWS warnings were logged for the incident flight.

Pratt & Whitney Engine Electronic Controls (EEC)

The EEC was designed to provide control of the engines installed on the incident airplane. Certain events were designed to trigger a five-minute recording, which included 4 minutes of recording prior to and 1 minute after the triggering event. The recording began approximately 96 seconds before weight-on-wheels. According to the recording, the airplane touched down at 1410:00 and 3 seconds later the thrust reversers were first deployed at a Throttle Lever Angle (TLA) of 16 degrees, which corresponded to a thrust reverser idle power lever selection. Then 20 seconds after touchdown, a TLA of 20 degrees was recorded, which corresponded to maximum thrust reverser power lever selection. 24 seconds after touchdown, the N1 (engine fan speed) increased to the maximum recorded value of 55 percent. Finally, 32 seconds after touchdown, N1 began to decrease, an indication consistent with the thrust reversers being stowed. Pratt & Whitney confirmed that under certain circumstances with certain versions of the EEC software, a normal engine shutdown may trigger a logically unwanted recording event, w...