N413N

On August 26, 2021, about 1334 eastern daylight time, N413N, an Embraer EMB-505 (Phenom 300), sustained substantial damage when it was involved in an accident while landing at Elk River Airport (NC06), Banner Elk, North Carolina. The two pilots were not injured. The flight was conducted as a Title 14 Code of Federal Regulations (CFR) Part 91 repositioning flight.

The airplane was operated by Nicholas Services, dba Nicholas Air, on an instrument flight rules (IFR) flight plan from Teterboro Airport (TEB), Teterboro, New Jersey, to NC06. NC06 was a private, exclusive-use-only airport surrounded by mountainous terrain. All flights were restricted to daytime visual flight rules (VFR) operations. According to the Elk River Airport website, all pilots who fly into NC06 are advised to “carefully read the Elk River Pilot Manual” and view the “video presentation of arrival and departure procedures for the Elk River Airport.”

The pilotincommand (PIC) and the secondincommand (SIC) reported that the accident flight was the first time that they had flown into the airport. They prepared for the flight during the night before; their preparations included reviewing landing performance data for a dry and wet runway, watching the airport video, and reading the manual suggested by the airport website.

The PIC, who was the pilot flying, reported that, while en route to NC06, he and the SIC observed a small rain cell near the airport on the weather radar. The SIC contacted airport security via radio to ask about weather conditions on the field and was told that the wind was calm, and that light rain was occurring. The crew decided that, if they could not make the visual approach, they would divert the airplane to another airport or enter a holding pattern until the weather passed. As the airplane approached the airport, the PIC made visual contact with the runway and canceled the IFR flight plan. The PIC then began the visual approach to runway 12 (the preferred runway due to surrounding terrain) using the visual cues recommended in the airport video. He stated that he and the SIC configured the airplane to land and that the airplane was at the landing reference speed (Vref) by the time of the 1-mile final. The PIC also used the precision approach path indicator (PAPI) to fly the airplane down to the runway at the Vref.

The PIC stated that he applied full brakes once the airplane touched down on the runway, but the airplane did not slow down and started to veer to the right. After the airplane departed the right side of the paved runway surface, the PIC applied full left rudder to steer the airplane back to the left to avoid a cliff located off the end of the runway. The PIC also stated that the airplane crossed over a small taxiway and into a grassy area, where the airplane impacted a sign with the left wing. The airplane continued to travel forward before the left wingtip impacted a parked sport utility vehicle, which stopped the airplane and resulted in substantial damage to the left wing. The airplane stopped in the grass area near the threshold of runway 30, with its left wingtip still in contact with the vehicle. The nose of the airplane came to rest about 20 ft from the cliff located off the end of the runway.

Airport security video captured the airplane during landing roll. The video depicted the left side of the airplane as it traveled down the runway. The airplane’s spoilers could be seen on the left wing. Rain was falling, and water spray was trailing behind the airplane.

AIRCRAFT INFORMATION

The accident airplane was equipped with a combination cockpit voice and data recorder (CVDR). The unit was recovered and sent to the National Transportation Safety Board (NTSB) Recorders Laboratory in Washington, DC, for readout.

The airplane’s hydraulic brake system delivers hydraulic pressure to the brakes as a function of the brake pedals input. The pilot’s (left seat) and copilot's (right seat) brake pedals are mechanically linked. Each brake pedal of the pilot station is connected to a pedal position transducer, which produces two independent electrical outputs to the brake control unit (BCU) that are proportional to the respective pedal displacement. The BCU controls the main brake system, which is a brake-by-wire system with an antiskid function.

METEOROLOGICAL INFORMATION

NC06 was not equipped with any weather reporting equipment.

Watauga County Hospital Heliport (TNB), Boone, North Carolina, located about 12 miles east of NC06, at 1350, reported wind from 190 degrees at 7 knots, wind variable between 150 and 210 degrees, visibility 10 miles, temperature 28 degrees C, dewpoint 18 degrees C, and a barometric pressure setting of 30.30 inHg. Lightning was observed north and southwest of the airport.

The multi-radar multi-sensor Q3 radar, which was operated by the National Severe Storms Laboratory at the National Oceanic and Atmospheric Administration, provided an estimate of precipitation accumulation and rate. At 1348, the estimated rainfall rate near NC06 was about 1/2 to 2/3 -inch per hour.

AIRPORT INFORMATION

NC06 was a non-tower-controller airport with an elevation of about 3,468 ft. The airport had a single runway, 12/30. The runway was 4,605 ft-long by 75 ft-wide and constructed of asphalt. It was not equipped with centerline lights or runway end identifier lights. A two-light PAPI system was located on the right side of runway 12. There were no instrument approaches to NC06. Because of mountainous terrain, the visual approach to runway 12 was not straight-in; pilots were required to fly through a valley and then make a left turn while on short final approach to align with the runway.

The Elk River Airport Pilot’s Manual stated the following:

• Expect potentially significant changes in wind direction and velocity over the approach end of runway 12.

• Higher terrain exists in close proximity to the approach end of runway 12.

• A slightly higher approach angle is suggested to compensate for the higher terrain and the possibility of occasional wind shear. In addition, due to the higher terrain at the approach end of the runway, the initial heading for the approach should be approximately 140 degrees until the aircraft is aligned with the runway on short final.

• Maintain strict alignment with the centerline! Remember, runway width is only 75 feet, and the existence of hills and trees on either side of the end of runway 12 allows for little deviation from the centerline.

• It is important to fly a controlled and stabilized approach as go arounds are not recommended. Runway 12 has a significant upslope and higher terrain exists at the departure end of the runway….

• Wind speed and direction may indicate a landing on runway 30. Be advised that the terrain at the approach end of runway 30 is higher than that at the approach end of runway 12, requiring a steeper approach and that you will be landing on a downward sloping runway.

WRECKAGE AND IMPACT INFORMATION

The airplane sustained substantial damage to the left-wing attach point link fitting. The leading edges of both wings were also damaged.

The BCU was removed from the airplane and sent to the manufacturer to be functionally tested. Test results revealed no anomalies that would have precluded normal operation of the unit at the time of the accident.

MEDICAL AND PATHOLOGICAL INFORMATION

Toxicology testing was performed by the operator after the accident. The results were negative for both pilots for all substances tested.

TESTS AND RESEARCH

The NTSB conducted an airplane performance study to analyze the motion of the airplane during its approach and landing and the braking performance achieved during the landing roll on a wet runway. The study used various data sources, including FDR data, automatic dependent surveillance-broadcast (ADS-B) data, and airplane thrust and aerodynamic performance information.

The study also referenced the landing performance parameters in the EMB-505 (POH) to determine if the airplane had sufficient runway length to land and if the pilot followed specified landing procedures and techniques outlined in the POH. According to the EMB-505 POH, landing performance data were predicated on the following criteria:

· Steady 3° angle approach at Vref in the landing configuration,

· Vref maintained at the runway threshold,

· idle thrust established at the runway threshold,

· attitude maintained until main landing gear touchdown,

· maximum brake applied immediately after main landing gear touchdown, and

· antiskid system operative.

Any deviation from these criteria caould increase the total landing distance.

The performance study revealed that the airplane was configured to land (full flaps and landing gear extended) as it flew toward the airport. The airplane’s flightpath angle averaged about 5° and the decreased to -8° as the airplane made a left turn on short final approach to align with the runway. As the airplane was crossing over the runway threshold at 1334:40, it was still rolling back to a wings-level attitude. The airplane’s indicated airspeed was 118 knots (Vref for the assumed landing weight was 110 knots) at a radio altitude of 86 ft. The airplane reached a wings-level attitude at 1334:41 when it was about 54 ft above and 313 ft past the runway threshold.

The airplane touched down at 1334:47, about 1,410 ft past the runway threshold, at an indicated airspeed of 111 knots, a true airspeed of 118 knots, and groundspeed of 121 knots. The difference between the true airspeed and groundspeed indicated a 3-knot tailwind at touchdown.

The airplane landed about 9 ft to the right of the runway centerline and reached 29 ft to the right of the runway centerline at 1335:05. At that point, the airplane was about 4,292 ft from the runway threshold and 313 ft from the runway end.

As the airplane was moving down and to the right on the runway, between 1334:47 and 1335:05, the rudder was deflected between 0° and 3° right and reached 9.2° right...