Accident Overview
On September 3, 2025, at 1211 central daylight time, an Israel Aerospace Industries Ltd. Gulfstream G150, registration N1927G, was substantially damaged during an accident at Chicago Executive Airport (PWK), Wheeling, Illinois. The pilot and copilot were not injured. The flight was operated as a Title 14 Code of Federal Regulations Part 91 positioning flight. The aircraft sustained damage to the forward fuselage and the nose landing gear collapsed.
Flight Crew Actions
The pilots reported that earlier that morning, they completed a Part 135 charter flight from PWK to Baltimore/Washington International Airport, returning as a positioning flight. For the return, the pilot monitoring (PM), a company check airman, occupied the right seat, while the copilot acted as pilot flying (PF) in the left seat; this was to be his first landing in the G150. Air traffic control cleared the flight for the RNAV (GPS) Runway 30 circle to land Runway 34 approach, reporting the runway was 100% wet with a condition code of 5-5-5. Due to gusting crosswind, the pilots added 10 knots to the referenced landing speed (Vref), stating they used 128 knots. The PF noted the airspeed was a little fast during final approach. He landed long in the touchdown zone, applied brakes and thrust reversers, felt initial deceleration, then the deceleration stopped. He kept pressing brakes and pulling on the thrust reverser handles. The PM observed the airplane crossed the runway threshold fast and the PF flared high. During the landing roll, the PF deployed thrust reversers and applied brakes; the airplane decelerated for a few seconds then stopped decelerating. The PM confirmed brake pedals were depressed to the floor. The airplane continued into the engineered materials arresting system (EMAS) at the end of the runway, through the perimeter fence, and came to rest next to a road. The pilots confirmed they did not apply the emergency brake lever, did not turn the anti-skid off, and did not manipulate the air brakes switch after stopping.
Data and Observations
FAA ADS-B data and airport surveillance videos showed the airplane porpoised about 2,100 ft down the runway, then landed about 2,800 ft down, leaving about 2,200 ft of runway remaining. Video evidence showed thrust reversers deployed and air brakes stowed. The responding FAA inspector confirmed the nose landing gear collapsed and substantial damage to the forward fuselage. The ground air brakes switch was found in the OFF position. The cockpit voice recorder (CVR) and flight data recorder (FDR) were removed and sent to the NTSB Vehicle Recorder Laboratory for analysis.
Preliminary Performance
A preliminary review of CVR and FDR data revealed that about 30 minutes before landing, the pilots received PWK weather but did not discuss landing speeds, touchdown points, or the addition of 10 knots for gusting wind. They stated Vref would be 119 knots. About 1,000 ft above ground level, the PF asked for gear down and the before landing checklist; the PM noted they needed to slow down for gear extension, but the checklist was not completed afterward. There was no discussion about air brakes, and FDR data confirmed the air brakes were not deployed. A preliminary landing performance calculation based on accident conditions and airplane weight determined the wet runway minimum landing distance as 3,600 ft and dry as 2,539 ft. The Vref for the accident conditions should have been 129 knots (119 + 10 for gusts). The airplane has been retained for further examination.