History of Flight
On January 30, 2012, at 1843 eastern standard time, a Gulfstream G150, registration N272CB, operated by Chattem Inc., overran runway 33R during landing at Baltimore Washington International Airport (BWI), Baltimore, Maryland. The airplane sustained minor damage. The two certificated airline transport pilots were not injured. The corporate repositioning flight was conducted under 14 Code of Federal Regulations Part 91. Night visual meteorological conditions prevailed, and an instrument flight rules flight plan was filed. The flight departed from Pocono Mountains Municipal Airport (MPO), Mount Pocono, Pennsylvania, at 1808.
According to written statements, the pilot-in-command (PIC) was the pilot flying, and the second-in-command (SIC) was the pilot monitoring. The PIC stated they obtained the current BWI automated terminal information system (ATIS) report, which indicated visual approaches to runways 33L and 33R. The flight crew reported the airport in sight and were cleared for a visual approach to runway 33R. During the approach, the PIC used the precision approach path indicator and the enhanced ground proximity warning system (EGPWS) altitude callouts. He adjusted engine power to maintain the glideslope, noting airspeed about 5 to 6 knots above the landing reference speed (Vref) of 129 knots. After touching down on the main landing gear, the PIC lowered the nosegear and raised the thrust reverser handles but felt no deceleration or engine power change. He again attempted to activate the thrust reversers, but they did not respond. He continued with heavy braking as the airplane departed the end of the 5,000-foot runway.
The SIC reported that during the approach, he saw the airport beacon and then the runway 33R lights. The PIC initially mistook runway 28 for 33R, but the SIC used a multifunction display chart to assist in orienting to the correct runway. The SIC noticed the airplane was "a little slow" on final approach and advised the PIC to watch the speed. After the PIC corrected, airspeed went "somewhat above" Vref. At touchdown, the SIC was concerned about runway length remaining and observed the PIC struggling to activate the thrust reversers. Toward the end of the runway, the SIC assisted with braking, but the airplane overran and came to rest in mud.
Personnel Information
The PIC, age 61, held an airline transport pilot certificate with single-engine land, multiengine land, and sea ratings. He had a mechanic certificate, flight instructor certificate, and type ratings in the Gulfstream 150 and Cessna 650. His most recent FAA first-class medical certificate was issued February 16, 2011. He reported 12,604 total flight hours, with 109 hours in the same make and model, and 58 and 31 hours in the Gulfstream 150 in the 90-day and 30-day periods before the incident, respectively.
The SIC, age 49, held an airline transport pilot certificate with multiengine land rating and type ratings in the Boeing 737, Cessna 650, and Gulfstream 150. His most recent FAA first-class medical was issued July 11, 2011. He reported 13,633 total flight hours, with 120 hours in the same make and model, and 60 and 31 hours in the Gulfstream 150 in the 90-day and 30-day periods before the incident, respectively.
Aircraft Information
The 9-seat airplane, serial number 0262, was manufactured in 2008. It was powered by two Honeywell TFE 731-40AR-200G engines, each generating 4,250 pounds of thrust. The airplane was maintained under a manufacturer's approved inspection program, with the most recent inspection completed July 18, 2011. At the time of the incident, the airframe and engines had 494 total hours of operation.
Meteorological Information
The airport elevation at BWI was 146 feet. Recorded weather at 1850 included wind from 140 degrees at 4 knots, visibility 10 miles, few clouds at 10,000 feet, broken ceiling at 25,000 feet, temperature 4°C, dew point minus 11°C, and altimeter 30.30 inches Hg. Sunset occurred at 1724, with the end of civil twilight at 1753.
Flight Recorders
A cockpit voice recorder (CVR), EGPWS, anti-skid computer, maintenance diagnostic computer (MDC), and two digital electronic engine control systems (DEECs) were retained by the NTSB for data download.
CVR transcript excerpts showed the SIC discussing the approach and noting airspeed deviations. At 1842:56, a sound consistent with weight on wheels was recorded. At 1842:58, deceleration sounds. At 1842:59, the SIC noted 2,000 feet of runway remaining. The PIC remarked at 1843:02 that he could not get the thrust reversers up, and at 1843:06 that they were not on. At 1843:08, the SIC stated they were going off the end.
DEECs data revealed that during the incident landing, the thrust reversers deployed for about 13 seconds, with engine power increasing to about 50 percent.
Wreckage and Impact Information
An FAA inspector observed the airplane resting in mud about 200 feet beyond the departure end of the runway. He measured 226 feet of pulsing skid marks at the runway end. Damage was limited to two of the four nosegear doors, and the nosegear had separated about 6 inches above the strut.
Following the overrun, Gulfstream technicians tested the airplane on site. They applied power and found no fault codes or brake problems. They then deployed and stowed the thrust reversers several times without incident. The airplane was subsequently ferried to Savannah, Georgia, for further repair.
Air Traffic Control
Radar data showed that at 1839:53, the airplane was about 7 miles from the airport at 1,700 feet and 170 knots groundspeed on the extended centerline for runway 28. It then turned left and right to align with runway 33R. At 1842:21, it was about 1 mile from the threshold at 400 feet and 146 knots. At 1842:43, it crossed the threshold at about 100 feet and 138 knots. The last radar target at 1842:48 placed it about 1,000 feet beyond the approach end at 0 feet and 140 knots.
Additional Information
According to the airplane manufacturer, at an estimated landing weight of 21,480 pounds, the Part 91 landing distance on a dry runway without wind was about 2,861 feet, assuming Vref of 129 knots, airport elevation, standard temperature, and no thrust reversers.