History of Flight
On September 18, 2012, at approximately 1003 eastern daylight time, a Beech 400, registration N428JD, was substantially damaged when it overran runway 28 during landing at Macon Downtown Airport (MAC), Macon, Georgia. The airplane had departed Charleston Air Force Base/International Airport (CHS), Charleston, South Carolina, about 0930. Visual meteorological conditions prevailed and an instrument flight rules flight plan was filed. Both airline transport pilots and one passenger sustained minor injuries. The airplane was owned by Dewberry, LLC and operated by The Aviation Department. The corporate flight was conducted under Part 91.
According to pilot interviews, they arrived at their home base, DeKalb-Peachtree Airport (PDK), at about 0400, then drove about 4.5 hours to CHS for the 0930 flight. The flight departed on time. The crew set the airspeed index bug for V1 at about 102 knots and V2 at 115 knots. The flight climbed to 16,000 feet before descending into MAC. About 11 miles from the airport, the crew visually acquired the airport, canceled their IFR clearance, and proceeded visually. The second-in-command activated the runway lights using the common traffic advisory frequency. Both crewmembers reported that about 3 seconds after activation, the PAPI lights turned off and could not be reactivated. The calculated Vref was 108 knots. The landing occurred within the first 1,000 feet of the runway. During rollout, the airplane began to hydroplane due to visible standing water. Maximum reverse thrust, braking, and ground spoilers were deployed, but the pilots reported a pulsation in the brake system. The airplane departed the end of the runway into grass, went down an embankment, across a road, and into trees. The pilots reported no mechanical malfunctions prior to landing.
An eyewitness reported that a few minutes before landing, the airport experienced a heavy rain shower. The witness saw the airplane on approach, heard reverse thrust, and then observed the airplane engulfed in a large ball of water vapor. Another witness in a hangar saw the airplane with reverse thrusters deployed and watched it depart the runway into woods.
Personnel Information
The pilot, age 43, held an ATP certificate with a multiengine land rating and a type rating in the accident make and model. He held a first-class medical certificate issued August 21, 2012, with no waivers or limitations. His most recent training in the accident make and model was completed on December 7, 2012. He reported 7,350 total flight hours, with 6,700 as pilot-in-command and 4,600 hours in the accident aircraft make and model. The co-pilot held an ATP certificate with type rating in the accident make and model, and a first-class medical certificate issued November 2, 2011, with no waivers or limitations. He reported 2,536 total flight hours, with 425 hours in the accident aircraft make and model.
Aircraft Information
The Beech BE-400, serial number RJ-13, was a low-wing, twin-engine, tail-mounted jet certificated in the transport category. It was issued an airworthiness certificate on June 24, 1986, and was equipped with two Pratt and Whitney JT15D-5 engines. The airplane was equipped with hydraulically actuated fowler flaps, retractable tricycle landing gear with multiple segmented brakes, and an anti-skid system.
Meteorological Information
The 0953 weather observation at Middle Georgia Regional Airport (MCN), about 9 miles south-southwest, included wind from 180 degrees at 6 knots, visibility 7 miles due to light rain, broken clouds at 11,000 feet, temperature 22°C, dew point 21°C, and altimeter 29.97 inHg.
Airport Information
Macon Downtown Airport was publicly owned with no control tower. It had two runways: 10/28 (4,694 ft long, 150 ft wide, non-grooved) and 15/33. Runway 28 was equipped with a 4-light PAPI, which failed to operate after activation due to a blown circuit breaker. The runway edge markings were painted at 50 ft from the centerline, resulting in an effective width of 100 ft.
Flight Recorders
The cockpit voice recorder (CVR) was a Fairchild GA-100. The recording included key events from cruise through the accident. At 09:59:52, the crew reported the airport in sight. At 10:00:10, landing gear extension noise was noted. At 10:00:27, flaps 20 were called; at 10:01:11, flaps 30. At 10:02:41, a 500-ft callout was recorded. At 10:03:19, touchdown sounds; at 10:03:20, speedbrakes were deployed. At 10:03:23, the call "hydroplaning" was made. At 10:03:26, thrust reverser operation was heard. At 10:03:42, the airplane exited the runway. The CVR stopped recording about 4.47 minutes after power restoration.
Wreckage and Impact Information
The airplane came to rest upright at the base of a 7-inch-diameter tree, 283 ft from the paved portion of the runway. Tire tracks on runway 28 began about 1,000 ft from the departure end, with evidence of hydroplaning. The tracks crossed white markings, consistent with steam cleaning. The airplane traveled 123 ft 6 in past the pavement. The nose section exhibited impact damage; the nose gear was attached by electrical and hydraulic lines. The right wing had minimal damage; the flap was extended to full position. The left wing also had minimal damage. The empennage had crush damage. The cabin remained intact; no seat deformation was noted. The cockpit floor was buckled, and instrument panel bowed inward. The airspeed index bug on the pilot side indicated 115 knots; on the co-pilot side, 105 knots.
Tests and Research
Examination of the braking system components (power brake valve, wheel speed transducers, anti-skid control box, and brakes) revealed no abnormalities or malfunctions that would have precluded normal operation.