Airplane Overran The Runway At BWI, Neither Pilot Was Injured

Two ATPs aboard a G150 for a re-positioning flight ran into trouble with the thrust reversers on the airplane, according to a preliminary report from the NTSB. The airplane overran the end of the runway at BWI after landing, but fortunately neither of the pilots was injured in the incident.

NTSB Identification: ERA12IA166
14 CFR Part 91: General Aviation
Accident occurred Monday, January 30, 2012 in Baltimore, MD
Aircraft: ISRAEL AEROSPACE INDUSTRIESLTD GULFSTREAM G150, registration: N272CB
Injuries: 2 Uninjured.

This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed.

On January 30, 2012, at 1844 eastern standard time, an Israel Aerospace Industries Gulfstream G150, N272CB, operated by Chattem Inc., sustained minor damage during a landing overrun at Baltimore Washington International Airport (BWI), Baltimore, Maryland. The two certificated airline transport pilots were not injured. The corporate repositioning flight was conducted under the provisions of 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed and an instrument flight rules flight plan was filed for the flight that departed from Pocono Mountains Municipal Airport (MPO) Mount Pocono, Pennsylvania, at 1808.

The pilot-in-command (PIC) stated that they obtained the current BWI automated terminal information system report, which stated that visual approaches were being conducted to runways 33L and 33R. The flightcrew reported the airport in sight to Baltimore Approach and were cleared for a visual approach to runway 33R. While established on the approach, the PIC viewed the precision approach path indicator and listened to the enhanced ground proximity warning system (EGPWS) report altitudes. He adjusted engine power to remain on glideslope and recalled that the airspeed was landing reference speed (Vref 129 knots) plus 5 or 6 knots. The PIC continued with engine power and attitude adjustments. He then proceeded with a routine landing on the main landing gear. As the PIC lowered the nosegear he raised the thrust reverser handles; however, there was no feeling of deceleration or sound of engine power change. While maintaining directional control and braking with rudder pedals, the PIC reached again with both hands to initiate thrust reverser controls, but the thrust reversers did not respond. He stated to the copilot that the thrust reversers did not deploy and continued with heavy braking as the airplane traveled off the end of the runway.

An FAA inspector responded to the site and observed the airplane resting in mud, approximately 200 feet beyond the departure end of the 5,000-foot runway. He measured 226 feet of pulsing skid marks at the end of the runway. The damage to the airplane was limited to two of the four nosegear doors and the nosegear had separated about 6 inches above the strut.

A cockpit voice recorder, EGPWS, anti-skid computer, maintenance data card, and two digital electronic engine control system units were retained by the NTSB and forwarded to the NTSB Vehicle Recorders Laboratory, Washington, D.C., for data download.

The reported wind at BWI, at 1850, was from 140 degrees at 4 knots.

FMI: www.ntsb.gov