History of Flight
On October 1, 2010, at 1337 eastern daylight time, a Gulfstream Aerospace G-IV, registration N923CL, overran runway 6 during landing at Teterboro Airport (TEB), Teterboro, New Jersey. The aircraft was operated by Avenue Capital Management II and managed by General Aviation Flying Service Inc., doing business as Meridian Air Charter Inc. The two certificated airline transport pilots, one flight attendant, and seven passengers were not injured. The flight was conducted under 14 CFR Part 91 and departed from Lester B. Pearson International Airport (CYYZ), Toronto, Canada, about 1204. Instrument meteorological conditions prevailed and an IFR flight plan was filed.
The pilot-in-command (PIC) was the pilot flying, and the copilot was the pilot monitoring. Before arrival, the flight crew received ATIS information indicating winds from 360 degrees at 6 knots, gusting to 15 knots. They programmed the FMS with the current winds and temperature, yielding a reference speed (ref) of 136 knots. The crew added 10 knots to ref due to wind conditions. The flight flew a localizer approach to runway 6, which is 6,013 feet long and 150 feet wide, with a grooved asphalt surface.
While descending through 700 feet msl, the copilot obtained a wind check from the tower: winds from 010 degrees at 15 knots, gusting to 25 knots. At about 500 feet, the flight experienced buffeting and slowed to 136 knots. The PIC deactivated the autothrottles and manually controlled throttles, with airspeed varying between ref plus 5 and ref plus 15 knots.
During the flare, the copilot announced the speed as ref plus 10 knots, and the PIC reduced throttles to idle. At ref speed, just before touchdown, a gust caused the airplane to float up approximately 15 feet before descending to the runway. The airplane touched down at 120 knots. The copilot stated that a crew advisory system (CAS) message generated for ground spoiler deployment. Thrust reversers deployed and braking began immediately with anti-skid activation. The airplane decelerated through 80 knots, but departed the end of the runway at 40 to 50 knots, traveling about 100 feet into an engineered materials arresting system (EMAS) before stopping.
According to an FAA inspector, airport surveillance video showed the airplane touched down near the intersection of taxiway "L," about 2,250 feet before the departure end of runway 6.
Personnel Information
The PIC, age 39, held an airline transport pilot certificate with multiengine land and Gulfstream IV type ratings. He reported 7,100 total flight hours, including 759 hours in the Gulfstream IV. His most recent FAA first-class medical was issued July 30, 2010. He flew 76 hours in the preceding 90 days, 46 hours in the preceding 30 days, and 9 hours in the 24 hours before the accident.
The copilot, age 40, also held an airline transport pilot certificate with multiengine land and Gulfstream IV type ratings. He reported 4,500 total flight hours, including 724 hours in the Gulfstream IV. His most recent FAA first-class medical was issued July 2, 2010. He flew 62 hours in the preceding 90 days, 46 hours in the preceding 30 days, and 9 hours in the 24 hours before the accident.
Aircraft Information
The 16-seat airplane, serial number 1471, was manufactured in 2001 and powered by two Rolls-Royce TAY 611-8 engines. It was maintained under a continuous airworthiness program and was also used for on-demand air taxi under Part 135. The most recent inspection was completed August 15, 2010, at 2,391 total hours. After the incident, the management company inspected the brake wear and anti-skid system with FAA oversight; no discrepancies were found.
Meteorological Information
At 1334, TEB reported wind from 360 degrees at 12 knots, gusting to 19 knots; visibility 3 miles in light rain; broken ceiling at 600 feet, broken at 2,200 feet, overcast at 4,000 feet; temperature 17°C; dew point 14°C; altimeter 29.62 inches of mercury.
Flight Recorders
The airplane was equipped with a cockpit voice recorder (CVR) and a digital flight data recorder (DFDR), which were sent to the NTSB Vehicle Recorders Laboratory.
Cockpit Voice Recorder
The CVR recorded the copilot remarking on airspeed: "Ref + 10" through 1,000 feet; "Ref + 5" and "Ref" about 30 and 45 seconds later; after a wind check, "Ref +5" then "Ref +12" 4 seconds later; through 200 feet, "Ref + 15"; and again through 40 feet, "Ref + 15." No discussion of a go-around was recorded.
Flight Data Recorder
The DFDR showed the airplane descended through 1,000 feet agl at 1334:55 at 160 knots CAS. The autopilot disconnected at 1334:57, autothrottles at 1335:46 at 645 feet agl. Through 500 feet agl at 1336:08 at 140 knots, airspeed increased to 160 knots and remained there until descending through 50 feet agl at 1336:39, then to ground at 1336:43.
Left main landing gear weight-on-wheels switch cycled air-ground-air-ground-air-ground between 1336:51 and 1336:57. Right main gear weight-on-wheels went to ground at 1336:51 and remained. CAS at that time was about 150 knots. Ground spoilers deployed at 1336:58, thrust reversers at 1336:59, and brake pressure increased at 1337:01.
Wreckage and Impact Information
The airplane came to rest about 100 feet into the 400-foot-long EMAS. An FAA inspector observed damage to the nose gear landing light and foreign object damage to both engines.
Air Traffic Control
ATC recordings showed the flight crew contacted New York TRACON about 1320 with ATIS Uniform (wind 360° at 6 knots gusting 16, visibility 2 miles light rain and mist, broken 800 feet). The TRACON controller cleared the flight for the localizer runway 6 approach at 1332 and transferred to TEB tower at 1333. The tower reported wind 360° at 8 knots. About a minute later, the crew requested a wind check; the tower replied wind from 010° at 15 knots gusting 20. About 45 seconds later, the controller called for emergency vehicles.
At 1331, ATIS Victor showed wind 360° at 14 knots gusting 19, visibility 3 miles light rain, ceiling 800 feet broken. At 1334, ATIS Whisky showed wind 010° at 12 knots gusting 19, visibility 3 miles light rain, ceiling 600 feet broken.
The FAA LOC RWY 6 approach chart showed a minimum descent altitude of 440 feet and circling altitude of 760 feet with 1 mile visibility.
Additional Information
According to the airplane manufacturer, at an estimated landing weight of 53,800 pounds, the Part 91 landing distance required was 2,820 feet on a dry runway or 3,600 feet on a wet runway, without wind. Runway 1 at TEB was 7,000 feet long but lacked an instrument approach due to Newark Liberty International Airport airspace. The approach to runway 6 had a circling approach to runway 1, but the ceiling was below circling minimums at the time.
Both pilots reported similar 72-hour history: they departed TEB for England on September 28 about 2000, arrived the next morning, had approximately 36 hours of rest, departed for CYYZ on September 30 evening, landed about 0300 local on October 1, rested 4 to 5 hours in a hotel, then departed on the incident flight about 1200. Both normally slept about 8 hours per night, and slept 4 to 5 hours before the flight.