Accident Details
On November 30, 2022, at about 0735 eastern standard time, a Lear Jet 36, registration N12FN, was substantially damaged during an accident at Newport News/Williamsburg International Airport (PHF), Newport News, Virginia. The pilot-in-command (PIC), second-in-command (SIC), and another flight crew member were not injured. The flight was conducted as a Title 14 Code of Federal Regulations Part 91 public use operation.
Sequence of Events
According to the PIC, the preflight inspection, engine start-up, and taxi were normal. During the takeoff roll, the PIC heard one boom and one second later called V1, the maximum speed at which a rejected takeoff could be initiated. Simultaneously with the V1 call, a second boom was heard, and the SIC, who was the pilot flying, called to abort the takeoff. The PIC reported to air traffic control that they were aborting due to a suspected blown tire.
The crew attempted to slow the airplane, but no braking action was available. They elected to deploy the drag parachute, but the airplane continued off the departure end of the runway, traveling through runway end lights and into the grass. After coming to rest about 300 feet off the departure end, the crew egressed without injury.
Postaccident Examination
A postaccident examination revealed substantial damage to the left wing. The drag parachute had separated from the airplane and was located on the runway. Pieces of the left main landing gear brake assembly were found along the runway and embedded in the left wing. Sections of the left main landing gear tires were also located along the runway. Examination of the hydraulic reservoir showed it was empty, and a section of the hydraulic line in the left wing was ruptured.
Maintenance and Inspection Records
A review of the Learjet 36A Airplane Flight Manual's "Aborted Takeoff" checklist listed the following steps: 1. Thrust Levers – IDLE; 2. Wheel Brakes - Apply; 3. Spoilers - EXT; 4. Drag Chute or Thrust Reversers (if installed) - Deploy, if necessary.
The airplane maintenance manual required a special inspection of the drag chute after certain conditions, including deployment above 150 KIAS or jettison/failure above 100 KIAS. Additionally, the drag chute required a functional test every 6 months to check the release mechanism, followed by inspection and repacking. A 12,000-hour inspection was also required to inspect the drag chute mechanism for proper operation, security, and general condition. According to the operator, the most recent 6-month inspection was performed on October 26, 2022, and the 12,000-hour requirement was last complied with on March 20, 2012.
Tire pressure checks were required at least every 7 days per the operator's operations manager. Maintenance records showed tire pressures were last documented on November 8, 2022, and were proper. On November 15, 2022, the left inboard tire was found low (90 PSI); air was added and the airplane returned to service. No tire pressure checks were documented between November 15 and the accident flight. The operator provided a statement from a mechanic that the tire pressures were checked on November 29, 2022, and were within manufacturer limits; no maintenance entry was made as no corrective action was needed.
The airplane's maintenance manual recommended tire pressure checks before the first flight of every day, with main landing gear tire pressure between 157 psig and 167 psig when the airplane is not jacked. It also noted that tire pressures are affected by temperature, with a change of 5°F resulting in a 1% pressure change.