History of the Flight
On 11 November 2007, a Bombardier Global 5000 (registration C-GXPR, serial number 9211), operated by Jetport Inc., departed Hamilton, Ontario, for Fox Harbour, Nova Scotia, with two crew members and eight passengers on board. The captain, occupying the left seat, was the pilot flying (PF); the first officer was the pilot not flying (PNF). Due to the short runway at Fox Harbour (CFH4), the captain, who had more experience on the aircraft, was at the controls. The en route portion of the flight was uneventful.
Approaching the destination, the crew completed the approach and landing briefing. They planned a firm touchdown followed by reverse thrust, with the autobrake set to low for passenger comfort. The touchdown point was planned for the first 500 feet of runway, as the crew had used for previous company aircraft. The captain had estimated 4300 feet of the 4885-foot runway was required.
The crew received descent clearance at 1406 and flew a full RNAV (GNSS) approach to Runway 33 using the autopilot and autothrottle. The first officer activated the ARCAL system seven times to illuminate runway lights and APAPI. The landing gear was extended, flaps set to 30°, and the FMS target speed selected to 118 knots (V ref 113 knots plus 5 knots for gusts). The approach was stabilized, with minor aileron and rudder inputs for crosswind.
At 1430:53, 5 nm from the threshold, the aircraft crossed the final approach fix at 1680 feet asl. The crew had the runway in sight. At 4.4 nm, the APAPI was visible. At 1433:27 (T-58), approximately 550 feet above the runway and 1.4 nm from the threshold, the PF disconnected the autopilot and flew manually, levelling off momentarily. At 1433:38 (T-47), about 500 feet above the runway and 1.1 nm from the threshold, the PNF called a deviation above the APAPI guidance; the PF increased the descent rate to intercept the approach slope. The PNF then switched attention to searching for wildlife due to recent deer sightings.
At 1433:50 (T-35), about 350 feet above the runway, the aircraft intercepted the 3.0° APAPI path. The PF began a wing-low crosswind landing technique. At this time, headwind was 28 knots, crosswind 18 knots. At 1433:57 (T-28), airspeed fluctuated between 105 and 120 knots. At 1434:05 (T-20), about 180 feet above the runway, the PF transitioned visually to the runway, and the aircraft descended below the APAPI on-slope indication. No further deviation calls were made.
At 1434:20 (T-5), 830 feet from the threshold, the radio altimeter announced "50", prompting the PF to begin the flare. The PF raised the nose and used considerable aileron and rudder. Both engines were at 50% N1. At 1434:21 (T-4), the autothrottle changed to RETARD mode, retarding thrust levers to idle. At 1434:23 (T-2), 360 feet from the threshold, the crew felt the aircraft sinking; airspeed dropped to 102 knots. The radio altimeter announced "30". The PF increased pitch to 10.6°, but no additional thrust was applied.
At 1434:25, the aircraft touched down 7 feet 6 inches short of Runway 33 and 18 inches below the runway surface. The main landing gear struck the runway edge, damaging it. The right main landing gear collapsed, causing loss of directional control. The aircraft departed the right side of the runway and came to a stop 1000 feet from the initial touchdown point. All ten occupants evacuated. One crew member and one passenger suffered serious injuries; the other eight suffered minor injuries. The aircraft sustained major structural damage.
Findings and Analysis
No technical deficiencies or system malfunctions were found before or during the flight. The aircraft responded appropriately to pilot commands. Both pilots were experienced but had limited hours on the Global 5000; the captain had approximately 64 hours on type, the first officer had not completed line indoctrination and had not flown the aircraft for over three months prior. Jetport's decision to allow operations into Fox Harbour early after introducing the new aircraft type indicated an inadequate risk assessment. The crew planned to touch down in the first 500 feet of runway, crossing the threshold at a height lower than the manufacturer-recommended 50-foot TCH. Continued use of the FMS vertical path guidance would have resulted in a 58-foot threshold crossing height and a touchdown 1000 feet down the runway, within performance limits.