NTSB Aviation Investigation Preliminary Report - N1927G
For the return flight to PWK, the pilot monitoring (PM), who was also a company check airman, was in the right seat. The copilot was the pilot flying (PF) in the left seat, and this was to be his first landing in the G150.
A review of the FAA ADS-B data and airport surveillance videos revealed that about 2,100 ft down the runway, the airplane porpoised, then landed about 2,800 ft down the runway. From the touchdown point, there was about 2,200 ft of runway remaining. As the airplane continued down the runway, the video showed the thrust reversers deployed, and the air brakes were stowed.
A preliminary review of the CVR and FDR data revealed that the pilot received the PWK weather about 30 mins before landing and at that time they did not discuss landing speeds, landing zone, or touchdown points. They stated that Vref would be 119 knots and there was no discussion about adding 10 knots for the gusting wind. About 1,000 ft above ground level the PF asked for gear down and the before landing checklist to be completed. The PM told the PF that they needed to slow down for the gear extension, but there was no before landing checklist completed after that. There was no discussion about the air brakes and the FDR data confirmed that the air brakes were not deployed. [The G150 Before Landing checklist contains the item: GROUND A/B Switch - LAND]
A preliminary landing performance calculation was completed based on the accident conditions and airplane’s weight. The wet runway condition minimum landing distance was determined to be 3,600 ft, and the dry condition minimum landing distance was determined to be 2,539 ft. The Vref for the accident conditions should have been 129 knots, with a 10 knot factor for gusting wind (Vref 119 knots + 10).
Always a classic.
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