History of Flight
On February 14, 2011, about 1315 central standard time, a Gulfstream Aerospace Corporation GV-SP airplane, N535GA, experienced a landing overrun on runway 30 at the Outagamie County Regional Airport (ATW) near Appleton, Wisconsin. The flight was a maintenance test flight following installation of the airplane's interior, operating under 14 CFR Part 91. The two airline transport pilots and one passenger were not injured. The airplane departed ATW about 1010 for a local flight under day visual flight rules conditions on an activated instrument flight rules flight plan.
The flight proceeded to the Marquette, Michigan, area, where all inflight checks were normal, though writeups were noted with the number one flight management system, elevator trim, and mach trim. The autopilot disengaged during two inflight maneuvers. After a low approach at the Austin Straubel International Airport near Green Bay, Wisconsin, the flight crew was cleared direct to SUDIE, an initial approach fix for the RNAV/GPS runway 30 approach at ATW.
During the approach, flaps were selected to 10 degrees before the intermediate fix APESE, and then to 20 degrees between APESE and the final approach fix ZUMUG. While inside the FAF, an amber left hydraulic quantity low CAS message illuminated. The pilot flying (PF) noted the hydraulic quantity decreasing on the synoptic page. The PF called for flaps full, but no movement occurred; the pilot not flying (PNF) re-selected flaps 20 degrees. Shortly after, an amber left hydraulic system fail CAS message appeared. The PNF began the checklist for that failure and suggested a go-around. The PF decided to land due to the significant leak and the aircraft being below 1,000 feet AGL in a landing configuration. At about 500 feet AGL, the PNF turned on the auxiliary (AUX) pump.
The PF touched down with throttles at idle and reported a delay in getting the nose down. The PF selected right thrust reverser and pressed the brakes but felt no braking action. Seeing 3,000 feet of runway remaining, the PF attempted a go-around by advancing throttles to maximum continuous thrust. The PNF, sensing insufficient runway and no acceleration, pulled the throttles back. The aircraft exited the end of runway 30 at about 95 KIAS. The airplane veered right and stopped after the left main landing gear collapsed, causing substantial left wing damage.
Aircraft Information
N535GA was a Gulfstream Aerospace Corporation GV-SP, serial number 5305. It received an amended standard airworthiness certificate on November 9, 2010. At the time of the accident, the airplane had accumulated about 10 hours of total flight time. It was powered by two Rolls Royce BR700-710C4-11 turbofan engines. The aircraft was equipped with two independent hydraulic systems (left and right), each with its own reservoir and engine-driven pump. The left hydraulic system supplied components critical for takeoff and landing, including flaps, ground spoilers, nose wheel steering, main brakes, and left thrust reverser. It could also be pressurized by an electric AUX pump or a power transfer unit (PTU). The AUX pump had a dedicated fluid reserve of 2 gallons in the left reservoir. If both left and AUX hydraulic fluid were lost, emergency brakes remained available via accumulator pressure, and landing gear could be extended using compressed nitrogen.
Personnel
The pilot flying (PF), age 46, held an airline transport pilot certificate with type ratings in Gulfstream G-IV, G-V, and Cessna CE-500. He had about 6,181 total flight hours, with 555 hours in the G-V. The pilot not flying (PNF), also age 46, held an airline transport pilot certificate with type ratings in G-IV and G-V. He had about 4,793 total hours, with 1,176 hours in the G-V. Both had military fighter experience. Their most recent FAA first-class medical certificates were issued in December 2010 and November 2010, respectively, with no limitations.
Meteorological Information
At 1327, the recorded weather at ATW was: wind 340 degrees at 10 knots; visibility 10 statute miles; sky condition few clouds at 3,500 feet; temperature 2 degrees C; dew point -7 degrees C; altimeter 30.13 inches of mercury.
Landing and Overrun
The aircraft touched down on runway 30 (6,501 feet by 150 feet dry grooved concrete). After the left hydraulic failure, the pilots believed the AUX system would provide normal spoilers, brakes, and nose wheel steering. However, upon landing, braking was absent, and the right thrust reverser alone was insufficient. The attempted go-around was aborted due to insufficient runway. The airplane overran the runway at about 95 KIAS, veering right, and the left main landing gear collapsed during the overrun.