Accident Details
On December 16, 2020, at 1419 eastern standard time, an Embraer EMB-500, N661EP, was substantially damaged when it overran the runway during landing at Jacksonville Executive Airport at Craig (CRG), Jacksonville, Florida. The pilot, copilot, and passenger were not injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 corporate flight.
Flight and Weather Conditions
The pilot performed an instrument landing system approach to runway 32. The automated terminal information system (ATIS) information Kilo, issued at 1353, recorded on the cockpit voice recorder at about 1355, included wind from 100° at 4 knots, visibility of ¾ mile, thunderstorms in the vicinity with heavy rains and mist, few clouds at 300 ft and an overcast layer at 4,000 ft. At 1418, weather conditions reported at CRG included wind from 250° at 3 knots, visibility ¼ statute mile, heavy rain in thunderstorms, and mist, with a broken cloud ceiling at 300 ft AGL. The remarks noted a previous 1-hour precipitation water equivalent of 0.32 inches.
Landing Sequence
The airplane touched down in the touchdown zone at a speed of 100 knots. After slowing to 80 knots, the pilot applied full manual braking, but the airplane did not reduce speed as expected. As it approached the departure end of the runway, the pilot attempted the emergency brake three times with no response. After rolling into the grass, he tried again with no response. He applied left rudder to avoid colliding with the approach lights. As the airplane stopped, the right wing contacted the ground. The airplane sustained substantial damage to the right wing; a portion of the right main landing gear punctured the right wing near its root.
Runway and Performance Data
Runway 32 at CRG is 4,008 x 100 ft with an asphalt surface that was not grooved. According to the airplane Quick Reference Handbook (QRH), for a gross weight of 9,500 lbs (the appropriate next higher value from the pilot’s reported 9,331 lbs), the landing reference speed was 104 knots, and the unfactored wet runway landing distance required was 3,679 ft. The QRH also lists factored landing distances; the factored wet runway landing distance was 5,368 ft. The airplane flight manual (AFM) advises that if performance techniques are not strictly used, distances may be longer.
Cockpit Voice and Flight Data Recorder Findings
The cockpit voice recorder revealed that at 1358 the crew performed a standard approach briefing after tuning ATIS. At 1411, air traffic control (ATC) asked if they wanted to try the approach or hold due to heavy precipitation. The crew elected to try, and ATC cleared them for the ILS. At 1413, clearance to land was given, and the tower advised a broken cloud layer at 300 ft. Touchdown occurred at 1417:29. Flight data recorder data showed that when about 50 ft AGL, airspeed was about 108 knots (groundspeed 107 kts). Touchdown occurred about 1,250 ft from the threshold at 100 knots. Brake pedals began moving 1-2 seconds after touchdown, reaching 100% travel about 8 seconds later at 88 knots. About 11 seconds after touchdown at 81 knots, the parking brake was applied for 9 seconds, stopping main landing gear wheels. Upon release, the right main gear resumed rotation, brake pedal position reduced then increased asymmetrically (more left pedal). The airplane departed the runway within about 1 second of parking brake release at about 60 knots.
Brake System Examination
The airplane was not equipped with thrust reversers or ground spoilers. Examination and testing of the brake control unit (BCU) at the manufacturer’s facility, overseen remotely by NTSB investigators, revealed one fault recorded in non-volatile memory: “Lt whl not turning” (left main landing gear wheel not turning). This fault would cause the BCU to send an "Anti-Skid" fault annunciation to the cockpit display, captured by the flight data recorder just after emergency brake application and locking of both main wheelsets, which disables the anti-skid system. Testing of the BCU showed no anomalies that would have precluded normal operation.