History of Flight
On February 11, 2019, about 1007 eastern standard time, a Beech 400A airplane, N750TA, was substantially damaged when it departed the end of runway 24 at Richmond Municipal Airport (RID), Richmond, Indiana. The two pilots and one passenger were uninjured. The flight was operated as a Title 14 Code of Federal Regulations Part 91 business flight.
The captain stated that he reviewed the flight plan the previous night and discussed the possibility of canceling due to weather. He recalled that the cloud ceiling was 100 ft above ground level (agl) and visibility was 1/2 mile with fog and mist. He reviewed NOTAMs and did not recall any concerning runway conditions. On the morning of the flight, the captain and first officer conducted a preflight inspection and checked weather multiple times. The captain reported conditions improving and he did not recall seeing new NOTAMs regarding runway conditions.
The flight departed Waukesha County Airport (UES), Waukesha, Wisconsin, about 0917. During the flight, the crew continued to monitor weather at the destination. The captain stated that reported conditions included 1.5 miles visibility, a cloud ceiling of 1,500 ft agl, wind from 090° at 4 kts, with fog and mist. The crew discussed the approach to runway 24 and the 4-knot quartering tailwind. On approach, the first officer advised the captain that the airplane was high on final; the captain requested the first officer configure the airplane for landing.
The captain reported that, as the destination came into view, the runway appeared to have a "very light coating of snow on it." He elected to land and apply full thrust reversers and braking. After touchdown, the captain asked about spoilers, and the first officer confirmed deployment. A few seconds later, the captain thought the airplane was not slowing much and advised the first officer that it would go off the end. The airplane continued off the runway and across a road. Data from the G5000 avionics showed touchdown at 10:06:58 at 129 kts and stop at 10:07:25. The captain reported no mechanical malfunctions, but stated that the engines shut down uncommanded after the airplane came to rest. After the accident, the captain reviewed NOTAMs on his iPad and saw that the airport was closed and runway condition codes were “3-3-3” (braking deceleration noticeably reduced).
Aircraft Information
The operator, Stein's Aircraft Services, LLC, was a 19-year-old company managing 15 corporate aircraft and 1 joint Part 135 and Part 91 aircraft. The operator employed about 15 full-time pilots and 6 contract pilots. The operator reported that normal procedures included preflighting and discussing trips the day prior. A Flight Risk Assessment Tool (FRAT) was required for all legs, updated within 12 hours of the flight; the operator reported that the FRAT was not updated within that timeframe. After the accident, the operator emphasized cockpit resource management (CRM) and restated that pilots can cancel or change trips.
The airplane flight manual supplement for wet or contaminated runways stated that contaminated runway performance assumes uniform depth of dry snow, wet snow, slush, or standing water not exceeding 0.5 inch. A runway is considered contaminated when more than 25% of the surface area within the required length and width is covered by water more than 3 mm deep, or by slush or loose snow equivalent to more than 3 mm of water.
Meteorological Information
At 0955, the recorded weather at RID included wind from 080° at 4 kts; visibility 1/2 statute mile; fog; scattered clouds at 300 ft agl, overcast clouds at 1,500 ft agl; temperature 0°C; dew point 0°C; altimeter 30.12 inches of mercury. At 1015, weather included wind from 080° at 4 kts; visibility 1 statute mile; mist; scattered clouds at 300 ft agl, overcast clouds at 1,500 ft agl; temperature 0°C; dew point 0°C; altimeter 30.13 inches of mercury.
Airport Information
Richmond Municipal Airport is serviced by an RNAV (GPS) approach to runway 24. The weather minimums for the straight-in approach were 400 ft ceiling and 1 mile visibility. The captain noted that the instrument landing system for runway 24 was out of service.
Wreckage and Impact Information
Linear witness marks in the snow, consistent with the landing gear, started about halfway down runway 24 near the intersection with runway 15/33, continued down the remaining runway, through a localizer antenna array, and ended at the wreckage site. The nose landing gear collapsed and deformed the fuselage and structure behind it. The throttle quadrant was abeam this structure. No other damage was found that would have precluded normal operation.
Additional Information
An NTSB airplane performance study indicated that the airplane crossed the runway threshold at 150 knots and touched down 3,100 ft beyond the threshold at 125 knots. About 4 seconds after touchdown, thrust reversers were deployed. The airplane traveled beyond the runway and came to rest about 750 ft beyond. According to the pilot checklist, landing reference speed (Vref) was between 110 and 114 knots. The airplane flight manual indicated stopping distances for a dry runway with calm wind between about 3,234 ft and 3,546 ft, and for wet or compacted snow, 5,300 ft. Landing distance calculations do not account for thrust reverser deployment.