Accident Overview
On December 21, 2008, about 0100 eastern standard time, a Dassault Falcon 20, registration N165TW, was substantially damaged following a runway excursion after landing on runway 25 at Chautauqua County/Jamestown Airport (JHW), Jamestown, New York. The airplane, registered to Sierra America Corporation and operated by Ameristar Jet Charter, Inc., was conducting a 14 Code of Federal Regulations Part 135 cargo flight. The airline transport-rated pilot and commercial-rated co-pilot were not injured. Instrument meteorological conditions prevailed, and an instrument flight rules flight plan was filed. The flight originated at Tulsa International Airport (TUL), Tulsa, Oklahoma, at 2200 central standard time.
Flight History
During the landing roll at JHW, the airplane overran the runway and came to a stop approximately 100 feet into the runway overrun. During the excursion, the nose gear struck a snow berm at the end of the runway. The crew taxied the airplane to the ramp, where damage to the nose landing gear strut was discovered. Subsequent examination by Dassault engineering personnel revealed wrinkling of the fuselage skin and a 0.5-inch separation in the nose gear bin assembly. The fuselage was buckled at frames 7 and 8, and the adjacent cargo door latch could not be closed due to fuselage deformation.
The captain reported that the co-pilot was flying the approach and landing. He briefed the co-pilot to land on speed and no longer than the 1,000-foot runway distance marker. The runway appeared normal for the time of year, and the runway surface was visible and not snow-covered. No braking action reports were available to the crew while airborne. Touchdown occurred near the reference speed of 122 knots, about 500 feet down the runway. After touchdown, the co-pilot called out, “I have no brakes, we are sliding, we are sliding.” The captain took control, activated the air brakes, and instructed the co-pilot to activate the drag chute. He estimated that the airspeed was “no less than 100 knots” when the drag chute was activated. The airplane continued down the runway, and the captain realized it would not stop in the remaining distance. He described the excursion as not violent, and the nose gear crossed over a snow berm at the end of the runway, likening it to “…hitting a bump.” He turned the airplane around and taxied across the berm to the ramp. He described the runway conditions as “a solid sheet of ice” and braking action as “nil,” noting that the runway was difficult to stand on.
The co-pilot confirmed the captain's account, adding that the runway was a “sheet of ice” and that the drag chute did not deploy as expected; it was “barely hanging out” of its container.
Runway Conditions
The operator reported that a Notice to Airmen (NOTAM) was issued by JHW for runway 7/25, reporting thin loose snow over patchy thin ice, which was in effect at the time of the accident. The JHW airport manager stated that the airport staff arrived at approximately 0400 on December 20 and found the runway covered with ice and snow, approximately 0.125 inches deep. Runway friction readings of 23/25/23 MU were observed. The runway was plowed and sanded over its full length. After sanding, a friction test showed MU readings of 32/26/30. The airport manager reported that this was the only plowing on December 20, and the last friction test that day. Sand was also applied at 1230 and 1430. After the accident, airport staff found the runway “slick, but not ice-covered.”
A review of pilot reports (PIREPS) received at JHW on December 20 included: a private jet pilot reported “fair” braking action at 0615, a Beech 1900 pilot reported “good” braking action at 0635, a Cessna 208 pilot reported “fair to good” braking action at 0915, and a Beech 1900 pilot reported “fair to good” braking action at 1330. Three flights landed at other times without making reports.
Investigation
The airplane's drag chute was inspected by the operator's maintenance staff following the accident. The spring-activated extractor cap was found activated and hanging below the tail cone, still attached to the deployment lanyard. The parachute did not deploy and remained 90 percent inside its tail cone container. Further examination revealed no anomalies with the parachute or its packing. Maintenance records showed the last service or inspection of the drag chute system was during a “2A” inspection on September 6, 2008, and previously during a “Z” inspection on August 15, 2007, and a “C” inspection on August 2, 2005.
A review of Dassault Aviation operating limitations for the Falcon 20 revealed no published minimum speed for drag chute deployment. Documentation provided by Dassault states that the drag chute should be deployed as soon as possible after landing.
The 0055 weather observation for JHW included: overcast ceiling at 1,300 feet, surface winds calm, 10 statute miles visibility, temperature 18°F, dew point 12°F, and altimeter setting 29.68 inches of mercury. No precipitation was recorded from 0500 December 20 through 0100 December 21; from 0100 to 0700 December 21, 0.01 inches of precipitation was recorded.