History of Flight
On August 21, 2015, about 1420 eastern daylight time, an Eclipse Aviation Corporation EA500, registration N120EA, sustained substantial damage during a runway overrun while landing at Danbury Municipal Airport (DXR), Danbury, Connecticut. The airline transport pilot and two passengers sustained minor injuries. Day visual meteorological conditions prevailed, and an instrument flight rules flight plan had been filed for the personal flight under 14 CFR Part 91. The flight originated from Wittman Regional Airport (OSH), Oshkosh, Wisconsin, about 1220.
According to the pilot, the approach to runway 26 required a steeper than normal approach due to trees near the runway. The airplane touched down near the displaced threshold, and the pilot applied brakes. The first pedal push was soft, which he considered not unusual. He continued pumping the brakes approximately six times but did not believe they were operating. The airplane continued off the runway, impacted a berm, and came to rest upright about 200 feet beyond the runway end.
An air traffic controller who witnessed the accident reported that the airplane touched down approximately 100 feet past the "D" taxiway intersection, leaving about 2,800 feet of runway remaining.
During the accident sequence, the right main landing gear punctured the underside of the right wing, resulting in substantial damage. The nose landing gear also separated from the airplane.
Personnel Information
The pilot held an airline transport pilot certificate with a multiengine land rating and a private pilot certificate with single-engine land and sea ratings. He held a type rating for the EA-500S, which includes the accident airplane model. He was issued an FAA third-class medical certificate on March 27, 2015. He reported 7,846 hours of total flight experience, with 1,111 hours in the same make and model, and 3.7 hours in the 30 days preceding the accident. The pilot stated that his six previous landings in the airplane were on runways over 6,000 feet long.
Aircraft Information
The airplane was issued an airworthiness certificate on May 29, 2008, and was registered to a corporation. It was equipped with two Pratt & Whitney Canada W610F-A turbofan engines, each producing 950 pounds of thrust. The most recent annual inspection was performed on May 26, 2015. At the time of the accident, the airplane had accumulated 858.1 total hours.
According to the airplane flight manual, the braking system was mechanically actuated and hydraulically operated, with single disc brakes on each main gear. The brake fluid reservoir was located outside the forward pressure bulkhead, with an optical sensor triggering a "BRAKE FLUID LOW" advisory when fluid is low.
The manufacturer released a mandatory modification bulletin (MB 500-32-003) on April 3, 2015, concerning the Anti-Skid Brake System (ABS) Pressure Switch and Harness Route. According to the pilot, this modification had not been performed on the accident airplane but was scheduled for a later date.
Meteorological Information
At 1425, the recorded weather at DXR included wind from 350° at 6 knots, few clouds at 6,000 feet, clear skies, visibility 10 statute miles, temperature 28°C, dew point 16°C, and an altimeter setting of 30.04 inches of mercury.
Performance Data
A review of data from the Diagnostic Storage Unit (DSU) revealed that the ground speed at weight-on-wheels transition was the highest among flights reviewed. The deceleration calculated between weight-on-wheels and 50 knots was 2.2 knots per second, compared to an average of 0.7 knots per second for previous flights. The airplane's calculated reference speed for the weight at the time was 89 knots, with a target touchdown speed of 76 knots; the actual touchdown speed was 91 knots. The airplane touched down 1,280 feet from the threshold of runway 26 and traveled 2,600 feet before stopping, about 200 feet beyond the runway end.
According to the airplane flight manual's performance section, the estimated landing distance required under the conditions was approximately 3,063 feet when crossing the threshold at 50 feet. The airplane touched down 1,280 feet beyond the threshold, leaving 2,408 feet of runway remaining (the displaced threshold was 734 feet from the start of the 4,422-foot runway).
Emergency Procedures
The Airplane Flight Manual's Section 3 included a "Brakes Ineffective or Pulling to One Side" procedure: maintain directional control, release brakes, press and hold the ALL INTERRUPT button, then reapply brakes (pump as required) for normal stopping. The pilot stated he was not aware of this procedure until after the accident and was not trained on the use of the ALL INTERRUPT button, which disables anti-skid functions and restores normal braking.
Examination
A post-accident examination by the manufacturer and an FAA inspector found that brake pressure was obtained on both pedals, with no bleed-down or reduction in firmness when pumped. Both anti-lock brake system drive adapters were connected, and wheel speed sensors rotated freely. The hydraulic reservoir was full, and no leaks were observed in the brake system. No anomalies were noted. Additionally, the pilot did not report any crew alerting system messages or brake system alerts.