Welcome to Flightinfo.com

  • Register now and join the discussion
  • Friendliest aviation Ccmmunity on the web
  • Modern site for PC's, Phones, Tablets - no 3rd party apps required
  • Ask questions, help others, promote aviation
  • Share the passion for aviation
  • Invite everyone to Flightinfo.com and let's have fun

Wow...how about this apparent lack of judgement

Welcome to Flightinfo.com

  • Register now and join the discussion
  • Modern secure site, no 3rd party apps required
  • Invite your friends
  • Share the passion of aviation
  • Friendliest aviation community on the web


Well-known member
Jan 2, 2005
NTSB Identification: ERA09LA469
14 CFR Part 91: General Aviation
Accident occurred Friday, August 21, 2009 in Teterboro, NJ
Aircraft: RAYTHEON AIRCRAFT COMPANY 58, registration: N167TB
Injuries: 2 Serious.
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 August 21, 2009, about 0305 eastern daylight time, a Raytheon Aircraft Company model 58, N167TB, operated by Quest Diagnostics Incorporated, was destroyed after collision with terrain and a post crash fire during an aborted landing at Teterboro Airport (TEB), Teterboro, New Jersey. The certificated airline transport pilot (captain) and the certificated commercial pilot (first officer) were seriously injured. Visual meteorological conditions prevailed for the cargo flight that originated at Pottstown Limerick Airport (PTW), Pottstown, Pennsylvania, at 0252, and destined for TEB. A company flight plan was filed for the flight, which was conducted under the provisions of 14 Code of Federal Regulations Part 91.

Preliminary information from the Federal Aviation Administration (FAA) revealed that air traffic control (ATC) cleared the airplane for a visual approach to Runway 1, a grooved asphalt runway that was 7,000 feet long, and 150 feet wide. The runway was equipped with high-intensity runway edge lighting and Visual Approach Slope Indicator (VASI) guidance.

Preliminary radar data depicted the airplane as it approached from the west on an extended left base for runway 01, at 1,400 feet msl and 204 knots ground speed. The airplane maintained 204 knots and descended to 1,300 feet msl within one mile of the airport before it turned north towards the airport. The radar track overshot the runway centerline and at 600 feet msl and one half mile from the airport, the airplane's ground speed was 178 knots. The airplane crossed the runway threshold at 186 knots ground speed, and was depicted over the center of the airport at 100 feet msl and 160 knots. Witnesses stated the airplane flew the length of runway at low altitude before it overshot the departure end, departed airport property, struck a sign and a tree, and burst into flames.

ATC reported that all communications with the airplane were routine, that no emergency was declared by the crew, and that no communications were received from the accident airplane after it was cleared to land.

Due to their injuries, neither pilot was immediately available for interview.


A review of FAA airman records revealed that the captain held an airline transport pilot certificate with a rating for airplane multiengine land and a commercial pilot certificate with rating a rating for airplane single-engine land. He held a flight instructor certificate with ratings for airplane single engine, multiengine, and instrument airplane. His most recent FAA first class medical certificate was issued in January 2009, and he reported 15,000 total hours of flight experience at that time.

The first officer held a commercial pilot certificate with ratings for airplane single engine land, multiengine land, and instrument airplane. His most recent FAA first class medical certificate was issued in November 2008, and he reported 1,350 total hours of flight experience at that time.


According to FAA and maintenance records, the airplane was manufactured in 1999, and its most recent annual inspection was completed May 27, 2009, at 3,131.7 total aircraft hours.


At 0330, the weather reported at Teterboro Airport included clear skies and winds from 170 degrees at 6 knots. The visibility was 10 miles. The temperature was 27 degrees Celsius (C) and the dew point was 23 degrees C.


Examination of the airplane by a National Transportation Safety Board (NTSB) investigator on the day of the accident revealed the airplane was destroyed due to impact and post crash fire. The cockpit, cabin, and both wings were consumed by fire, and the tail section was separated by impact. Control cable continuity was established from the flight control surfaces, to their respective cable breaks, and ultimately to the cockpit area. All cable, pulley, and bellcrank failures were consistent with overload.

The left propeller was separated from its engine crankshaft but remained with the engine. The right propeller was still attached to its engine. Both engines remained in their nacelles but were damaged by impact and fire. The blades of both propellers appeared in a position consistent with the "feathered" position. The wreckage was recovered from the site for a detailed examination.

The wreckage was examined in Clayton, Delaware on August 25, 2009. Both propellers were disassembled, and there was no evidence of pre-impact anomalies noted. There were no internal witness marks to indicate propeller blade position at impact.

Examination of the landing gear actuator/motor revealed a position consistent with the down-and-locked position. The flap actuators were measured and the measurements were consistent with flaps in the "approach" position.
186 kts crossing the threshold with full flaps and gear down.....for a prop-driven aircraft.....what the hell. It would have to dive to make that speed. That would be an insane speed for any turbojet powered aircraft in the landing config, except maybe the SR-71 Blackbird.

Looks like IT MIGHT BE another case of a co-pilot practicing his approach/landings and the captain had no clue how to watch him and keep things under control. Captain was an instructor too. If not....and it was the captain flying...its time that captain hangs up his wings.

For non-Baron people the gear and approach flap speed is 152 kts and full flaps is ~120 kts. They weren't even close to that!
I guess they didn't want their cargo looking at them funny if they did a go around. :rolleyes:
I was wondering what the heck happened with this one. I thought it might have been an unstabalized approach, but I read where the pilot was a high time guy and figured that wasn't possible. How does this stuff happen?
I was wondering what the heck happened with this one. I thought it might have been an unstabalized approach, but I read where the pilot was a high time guy and figured that wasn't possible. How does this stuff happen?

High time does not equal good pilot. I've seen a couple of high time pilots that are not competent. And I'm not talking about lacking in a couple of minor areas...I'm talking about 'how did you ever pass a checkride' incompetent. It always seems to be the second career people.
Wow I did not realize that plane would go that fast even at full nose down, full throttle :)
Unless there was some sort of incapacitation involved, it's a case of sheer incompetence. Not only did he screw up the approach, he totaly botched the go around to the point of losing control and crashing in VFR conditions. Wonder how he survived as long as he did.
This had to be a fiasco in the cockpit. How do you go from 200kts short final while dirty, to crashing on a go around? He!!, they could have simply raised the gear and pulled up and they would have been in Newark airspace in about 5 seconds!

Latest resources