History of Flight
The aircraft departed Sheffield at 0622 hrs, destined for Fairoaks Airport with London Heathrow as alternate. At 0650 hrs, the crew contacted the Aerodrome Flight Information Service Officer (AFISO) at Fairoaks. The AFISO advised against landing until 0700 hrs when fire cover would be available. Weather was reported as sky clear, mist with visibility 1,200 metres, surface wind 060° less than 5 kt, QNH 1002 mb, QFE 1005 mb.
The commander, the handling pilot, approached on a track of 060° using the NDB and FMS, descending to 1,000 ft agl for Runway 06. Neither pilot saw the airfield until overhead, so they decided to approach Runway 24 due to better visibility. The AFISO switched on the APAPIs for Runway 24. The commander flew a teardrop pattern, with gear down and flaps intermediate. At 1.8 nm DME, the co-pilot saw the APAPIs slightly left, showing two whites; the aircraft was at 1,000 ft and 124 kt IAS. Full flap was selected, and speed on short finals was 104 kt. The commander called for speedbrakes as the aircraft approached the threshold; the co-pilot deployed them, noting DME 0.5 nm and a 5 kt tailwind indicated by the FMS.
Touchdown was considered positive. The commander selected full thrust reverse on both engines and applied moderate wheel braking. Retardation initially seemed adequate then reduced. The co-pilot applied maximum brake pedal pressure, noting the runway was damp and shiny. When the commander realized the aircraft would not stop, he stowed the reversers and attempted to close down the engines. During the landing run, the co-pilot heard a call of 'going round' and saw the reversers stowed.
The aircraft left the runway and travelled 250 metres before coming to rest. The passenger evacuated through the cabin escape hatch; the co-pilot followed after an unsuccessful attempt to open the normal cabin door, then opened it from outside and assisted the commander. The commander sustained back injuries; the co-pilot had cuts and bruises.
Cockpit Voice Recorder and Radar Data
The CVR recorded the entire flight. Radar data from LATCC was used to calculate track, altitude, and groundspeed. Fifty-five seconds before touchdown, the commander reported 'two and a half miles to run.' The AFISO replied with wind calm, land at discretion. Thirty-two seconds before touchdown, the co-pilot saw the APAPIs. The commander called for full flap. Thirteen seconds before touchdown, a GPWS 'sinkrate' warning occurred. The commander then called for speedbrakes.
The CVR indicated a firm landing. Reverse thrust was selected 1.3 seconds after touchdown and deployed less than one second later, maintained for three seconds before being deselected when the commander called 'we're going round.' No subsequent power increase was heard. Eleven and a half seconds after touchdown, sounds consistent with wheels leaving the paved surface were recorded. Prior to this, the AFISO transmitted an overrun warning.
Radar data gave an average approach groundspeed of 133 kt. The touchdown speed was estimated between 105 and 115 kt. The touchdown point was between 1/4 and 1/2 way from the threshold. The speed when leaving the paved surface was estimated between 40 and 50 kt.
Performance Information
The commander checked performance pre-flight and found Fairoaks 30 to 40 metres longer than required with no tailwind at expected landing weight. The FMS indicated a landing weight of 13,800 lb, giving a threshold speed of 103 kt and approach speed of 109 kt. Jeppesen charts showed APAPIs set at 3.5° and landing distances: Runway 24 2,625 ft (800 m), Runway 06 2,541 ft (747 m).
According to the Flight Manual, landing distance on a dry runway with full flap and speedbrakes (no reversers) at 13,800 lb is 2,554 ft (778 m). For a wet runway, this must be multiplied by 1.45. The aircraft's State of Registration did not require factoring for private operations; UK CAA recommends safety factors.
Operational Information
The commander was familiar with Fairoaks, having landed there at least 20 times, including six times in various Citations, but this was his first landing in the 560 Ultra. The APAPIs for Runway 24, located 142 metres from the threshold, were checked after the accident. The inboard light changeover occurred at 4° and outboard at 3.5°, giving an approach path of 3.75°, which differed from published information. The APAPIs were later adjusted to 3.5°.
The Flight Manual contains a warning: 'Do not attempt to restow reversers and take-off once reversers have started to deploy.'
Engineering Investigation
The aircraft came to rest 250 metres beyond the end of Runway 24. Faint tyre marks, continuous with grass marks, were found on the runway. These marks faded within 20 to 30 metres when backtracked. No rubber transfer or anti-skid marks were observed. Grass marks were light with no indication of skidding. The aircraft left the runway astride the centreline and accurately aligned. It passed through three small paddocks.