Approach and Landing
On approach to Bridgeport Airport, the Pilot-in-Command (PIC) received the Automatic Terminal Information Service (ATIS), reporting visibility of 1/2 mile with snow and fog. The Instrument Landing System (ILS) Runway 06 approach was in use. Braking action advisories were in effect, and all surfaces were covered with thin wet snow. During the approach, with the Second-in-Command (SIC) at the controls, the PIC visually observed normal hydraulic pressure and performed a brake test.
The tower controller advised that a Navajo had just landed, reporting a 250-foot ceiling, 3/4 miles visibility, and that runway braking action was "good." On final approach, the aircraft broke out of clouds about 400 feet above the ground. The runway appeared dry with only blowing snow across it. The aircraft touched down approximately 1,463 feet beyond the approach end of the 4,677-foot runway.
Loss of Braking
Upon touchdown, the SIC stated she had no braking effectiveness and selected "dump flaps" to slow the aircraft. The aircraft continued down the runway without slowing to a safe speed. The flight crew observed the 1,000-foot marker approaching, and the SIC selected the emergency brakes. Feeling a lack of deceleration, she then selected the parking brake. The aircraft continued off the end of the runway, struck a non-frangible fence, and came to rest with about 4 feet protruding onto a public access road.
Examination and Performance Data
Investigation revealed a reference speed of 117 knots set on the pilot's airspeed indicator. According to the Hawker Siddeley HS-125 Airplane Flight Manual (AFM) performance section, the uncorrected landing distance on a dry runway at the estimated landing weight was approximately 2,610 feet. The AFM also contained a chart for the "Effect of Slippery Runway on Landing Distance," which determined the "equivalent scheduled landing distance available" was approximately 2,150 feet.
Airport records showed a NOTAM issued on the accident day, noting "Thin wet snow all surfaces." An air traffic controller observed slush spraying from the aircraft, extending 5 feet, during rollout. Post-accident testing of the braking system revealed no abnormalities.