Sunday, July 07, 2019

Runway Excursion: Beechcraft Beechjet 400A, N570TM, accident occurred February 04, 2018 at Burke Lakefront Airport (KBKL), Cleveland, Cuyahoga County, Ohio

The National Transportation Safety Board did not travel to the scene of this accident.

Additional Participating Entity:

Federal Aviation Administration / Flight Standards District Office; Cleveland, Ohio

Aviation Accident Factual Report - National Transportation Safety Board: 

Investigation Docket - National Transportation Safety Board:

Location: Cleveland, OH
Accident Number: CEN18LA094
Date & Time: 02/04/2018, 1924 EST
Registration: N570TM
Aircraft Damage: Substantial
Defining Event: Runway excursion
Injuries: 4 None
Flight Conducted Under: Part 135: Air Taxi & Commuter - Non-scheduled 

On February 4, 2018, about 1924 eastern standard time, a Raytheon (Hawker) 400A airplane, N470TM, overran the end of the runway after landing at the Burke Lakefront Airport (KBKL) Cleveland, Ohio. The two pilots and two passengers were not injured, and the airplane sustained substantial damage. The airplane was registered to Aircraft Holding Company One, LLC, and operated by Traffic Management Company, LLC, under the provisions of Title 14 Part 135 air taxi flight. Instrument meteorological conditions prevailed at the time of the accident, and the flight was on an instrument flight rules (IFR) flight plan that originated from the Teterboro Airport (KTEB), Teterboro, New Jersey, about 1804.

The pilots reported to a Federal Aviation Administration (FAA) inspector, that during as part of the preflight planning for the flight, they received NOTAMS (notices to airman) with a FICON (field condition) of 5/5/5, and they'd calculate landing distances for a wet or dry runway.

As the flight neared KBKL, the crew conducted their approach briefing and before the checklist was completed, the captain stated, "light snow .. maybe slippery". The crew contacted Cleveland approach control, who told them to expect the instrument landing system (ILS) approach to runway 24R and circle to land on runway 6L. At 1901, the crew then monitored the airport's automatic terminal information service (ATIS) information Lima, which, in part, was broadcasting a 2357 zulu [1857 EST] observation, wind 340 degrees at 17 (knots) gusts to 25 (knots), visibility 4 (miles), light freezing rain, sky conditions ceiling 700 overcast, temperature minus 3, dewpoint minus 4, altimeter 29.80.

The captain repeated to the first officer, 340 at 17, gust to 25, light freezing rain, "so the runway is going to be wet, 25-degree crosswind" ... adding that they were at the limit.

Cleveland approach then transferred the flight to the KBKL tower controller, who told the flight to circle north for runway 6L. The tower controller added that [airport] operations was on the runway approximately 20 minutes earlier and advised [ the runway] was starting to pick up traces of ice. The captain acknowledged the transmission and reported that they were getting moderate rime icing on the descent.

During the circling approach to runway 6L, the airplane got too close to obstacles and the crew elected to conduct a missed approach. The captain then requested to land on runway 24R. During the approach to runway 24R, the tower controller reported wind, of 020 [degrees] at 25 [knots] and 010 at 25.

After touchdown, the crew reported they applied maximum braking, but the airplane did not slow and skidded off the end of runway into the Engineered Material Arresting System (EMAS).

The crew and passengers exited the airplane, and the crew reported that the fire department said they were delayed in getting to the airplane due to the slippery conditions. They added that from their observation the runway grooves, had been "smoothed out" by ice accumulations.

A first responder reported that he could see why the airplane left the runway; that the ramp and taxiways were very icy. He added that he did not travel down the runway, but the end of the runway and EMAS had a sheet of ice on it.

A damage assessment of the airplane indicated substantial damage to the fuselage and a collapsed nose gear.

A review of the airport operations log noted that a runway and field inspection recorded at 1900, noted a temperature of 31° F, and a braking coefficient (Mu) of 40+, with runways and taxiways wet. A log entry at 1930, after the incident, noted a braking coefficient (Mu) of 30-35, with runways and taxiways wet. Neither log entry gave any additional field conditions, such as the presence (or absence) of any contaminants on the paved surfaces.

A review of the KBKL Snow and Ice Control Plan, dated March 10, 2009 and revised March 31, 2017 noted:

The airport does not have pavement surface sensors

Operations personnel will be responsible to monitor the airfield as precipitation and airfield changes dictate.

  • The extent of monitoring must consider all variable that may effect the runway conditions, including any precipitation conditions, changing temperatures, effects of wind, frequency of runway use, and type of aircraft using the runway.
  • There is no timeline when a condition changes. An Update is disseminated as needed.
The airport disseminates information on the runway via NOTAMS using the Runway Condition Assessment Matrix (RCAM) in determining runway conditions.

The Aeronautical Information Manual (AIM), basic dated October 12, 2017, Chapter 4, Section 3, Airport Operations:

4 3 9. Runway Condition Reports

a. Aircraft braking coefficient is dependent upon the surface friction between the tires on the aircraft wheels and the pavement surface. Less friction means less aircraft braking coefficient and less aircraft braking response.

b. Runway condition code (RwyCC) values range from 1 (poor) to 6 (dry). For frozen contaminants on runway surfaces, a runway condition code reading of 4 indicates the level when braking deceleration or directional control is between good and medium.

c. Airport management should conduct runway condition assessments on wet runways or runways covered with compacted snow and/or ice.

1. Numerical readings may be obtained by using the Runway Condition Assessment Matrix (RCAM).

The RCAM provides the airport operator with data to complete the report that includes the following:

(a) Runway(s) in use

(b) Time of the assessment

(c) Runway condition codes for each zone (touchdown, mid point, roll out)

Pilot Information

Certificate: Airline Transport
Age: 54
Airplane Rating(s): Multi-engine Land; Single-engine Land
Seat Occupied: Left
Other Aircraft Rating(s): None
Restraint Used: 5-point
Instrument Rating(s): Airplane
Second Pilot Present: Yes
Instructor Rating(s): None
Toxicology Performed: No
Medical Certification: Class 1 With Waivers/Limitations
Last FAA Medical Exam: 01/15/2018
Occupational Pilot: Yes
Last Flight Review or Equivalent: 11/11/2017
Flight Time:  12487 hours (Total, all aircraft), 1762 hours (Total, this make and model), 4342 hours (Pilot In Command, all aircraft), 100 hours (Last 90 days, all aircraft)

Co-Pilot Information

Certificate: Airline Transport
Age: 23
Airplane Rating(s): Multi-engine Land; Single-engine Land
Seat Occupied: Right
Other Aircraft Rating(s): None
Restraint Used: 5-point
Instrument Rating(s): Airplane
Second Pilot Present: Yes
Instructor Rating(s): None
Toxicology Performed: No
Medical Certification: Class 1 With Waivers/Limitations
Last FAA Medical Exam: 09/27/2017
Occupational Pilot: Yes
Last Flight Review or Equivalent: 11/14/2017
Flight Time:  2509 hours (Total, all aircraft), 156 hours (Total, this make and model), 156 hours (Last 90 days, all aircraft)

Aircraft and Owner/Operator Information

Registration: N570TM
Model/Series: 400A NO SERIES
Aircraft Category: Airplane
Year of Manufacture: 2000 
Amateur Built: No
Airworthiness Certificate: Transport
Serial Number: RK-292
Landing Gear Type: Retractable - Tricycle
Date/Type of Last Inspection: 01/27/2018, AAIP
Certified Max Gross Wt.:
Time Since Last Inspection:
Engines: 2 Turbo Fan
Airframe Total Time: 9332.1 Hours
Engine Manufacturer: WILLIAMS
ELT: Installed, not activated
Engine Model/Series: FJ 44 SERIES
Rated Power: 2800 lbs
Operator: Travel Management, Inc
Operating Certificate(s) Held: Commuter Air Carrier (135)
Operator Does Business As:
Operator Designator Code: T17A

Meteorological Information and Flight Plan

Conditions at Accident Site: Instrument Conditions
Condition of Light: Dusk
Observation Facility, Elevation: KBKL
Distance from Accident Site:
Observation Time: 1900 EST
Direction from Accident Site:
Lowest Cloud Condition:
Visibility:  4 Miles
Lowest Ceiling: Overcast / 700 ft agl
Visibility (RVR):
Wind Speed/Gusts: 22 knots / 30 knots
Turbulence Type Forecast/Actual: 
Wind Direction: 10°
Turbulence Severity Forecast/Actual:
Altimeter Setting: 29.8 inches Hg
Temperature/Dew Point: -2°C / -4°C
Precipitation and Obscuration: Light - Freezing - Rain; Mist
Departure Point: Teterboro, NJ (KTEB)
Type of Flight Plan Filed: IFR
Destination: Cleveland, OH (KBKL)
Type of Clearance: IFR
Departure Time: 1804 EST
Type of Airspace: 

Airport Information

Airport: Burke Lakefront (KBKL)
Runway Surface Type: Asphalt; Ice
Airport Elevation: 583 ft
Runway Surface Condition: Ice; Wet
Runway Used: 24R
IFR Approach: ILS
Runway Length/Width: 6604 ft / 150 ft
VFR Approach/Landing: None

Wreckage and Impact Information

Crew Injuries: 2 None
Aircraft Damage: Substantial
Passenger Injuries: 2 None
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 4 None
Latitude, Longitude: 41.518333, -81.681667

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