What happened
On November 22, 2010, an Israel Aircraft Industries Gulfstream 200, registration N718QS, experienced a runway overrun at Jackson Hole Airport (JAC) in Jackson, Wyoming. The flight, operated by Net Jets Inc., was a repositioning flight originating from Bozeman, Montana, under instrument flight rules.
Earlier that morning, the flight was delayed due to weather and low runway friction values (MU) at the destination. The flight crew was eventually released after receiving updated reports that the MU values had improved to the 40s. During the approach, the crew monitored the automated terminal information service (ATIS) and received reports from another aircraft indicating that braking action was fair.
Upon landing on runway 19, the crew deployed the thrust reversers and noted that the anti-skid system was pulsing; however, the aircraft failed to decelerate. Despite applying maximum thrust reverse, the airplane continued toward the end of the runway. To avoid the runway approach lighting, the pilot initiated a slight right turn, and the aircraft eventually came to rest approximately 25 feet beyond a 338-foot blast pad. The crew and the aircraft were not injured, and the aircraft sustained no damage.
The investigation
Investigators reviewed airport records and weather data, which showed that the runway surface was covered with patchy thin snow over packed snow and ice. While the crew had received MU values in the 40s prior to landing, a review of the Saab SFT friction measurement vehicle showed that by 0936, the MU values had dropped to 34, 33, and 23.
An examination of the cockpit voice recorder revealed that the crew had discussed the airport conditions and verified that their calculated landing distances were sufficient for the reported conditions. The crew had estimated a worst-case landing distance of 5,877 feet using a specific landing configuration.
Review of the company Flight Operations Manual indicated that if conditions worsen significantly from the initial landing distance planning, the crew is required to recalculate the actual landing distance and add a 15% safety margin. The crew reported no mechanical malfunctions or failures that would have prevented normal operation of the aircraft.