LJ45
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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.
HISTORY OF FLIGHT
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.
PILOT INFORMATION
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.
AIRCRAFT INFORMATION
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.
METEOROLOGICAL INFORMATION
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.
WRECKAGE INFORMATION
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.
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.
HISTORY OF FLIGHT
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.
PILOT INFORMATION
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.
AIRCRAFT INFORMATION
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.
METEOROLOGICAL INFORMATION
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.
WRECKAGE INFORMATION
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.
