# NTSB GAA16LA086: Hawker Beechcraft 390, N50VM, Wheeling, IL, December 10, 2015 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: December 10, 2015, 17:05 local (23:05 UTC) - Place: Wheeling, IL - Coordinates: 42.114166, -87.901664 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=42.1142&lon=-87.9017&mi=10 - Phase of flight: [Landing](https://openairdocs.org/ntsb-phases/550) (OpenAirDocs' grouping) - Defining event: [Landing-flare/touchdown: Abnormal runway contact](https://openairdocs.org/ntsb-events/090) - Highest injury: No injuries - Injuries: 7 uninjured - Status: Completed, report March 6, 2017 - Report: Approved by Office Director - NTSB office: General Aviation Accidents - Parties: Federal Aviation Administration - NTSB case key (mKey): 92478 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=GAA16LA086 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/92478/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=92478 - Page: https://openairdocs.org/ntsb/GAA16LA086 ## Probable cause The pilots' decision to conduct an approach and landing in gusting wind conditions, and their failure to maintain control of the airplane during the first approach, which resulted in a wing strike. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Use of equip/info: aircraft control](https://openairdocs.org/ntsb-findings/02063040): Personnel issues › Task performance · Pilot (probable cause); cases with it: [Hawker Beechcraft 390, 2 cases](https://openairdocs.org/ntsb-findings/02063040/cases.md?model=4220006), [All aircraft, 9,295 cases](https://openairdocs.org/ntsb-findings/02063040/cases.md) - [Use of equip/info: aircraft control](https://openairdocs.org/ntsb-findings/02063040): Personnel issues › Task performance · Copilot (probable cause); cases with it: [Hawker Beechcraft 390, 2 cases](https://openairdocs.org/ntsb-findings/02063040/cases.md?model=4220006), [All aircraft, 9,295 cases](https://openairdocs.org/ntsb-findings/02063040/cases.md) - [Performance/control parameters: lateral/bank control](https://openairdocs.org/ntsb-findings/01062023): Aircraft › Aircraft oper/perf/capability · Not attained/maintained (probable cause); cases with it: [Hawker Beechcraft 390, 1 case](https://openairdocs.org/ntsb-findings/01062023/cases.md?model=4220006), [All aircraft, 390 cases](https://openairdocs.org/ntsb-findings/01062023/cases.md) - [Performance/control parameters: directional control](https://openairdocs.org/ntsb-findings/01062020): Aircraft › Aircraft oper/perf/capability · Not attained/maintained (probable cause); cases with it: [Hawker Beechcraft 390, 1 case](https://openairdocs.org/ntsb-findings/01062020/cases.md?model=4220006), [All aircraft, 3,958 cases](https://openairdocs.org/ntsb-findings/01062020/cases.md) - [Info processing/decision: decision making/judgment](https://openairdocs.org/ntsb-findings/02041520): Personnel issues › Action/decision · Pilot (probable cause); cases with it: [Hawker Beechcraft 390, 2 cases](https://openairdocs.org/ntsb-findings/02041520/cases.md?model=4220006), [All aircraft, 3,098 cases](https://openairdocs.org/ntsb-findings/02041520/cases.md) - [Info processing/decision: identification/recognition](https://openairdocs.org/ntsb-findings/02041510): Personnel issues › Action/decision · Copilot (probable cause); cases with it: [Hawker Beechcraft 390, 1 case](https://openairdocs.org/ntsb-findings/02041510/cases.md?model=4220006), [All aircraft, 559 cases](https://openairdocs.org/ntsb-findings/02041510/cases.md) - [Wind: gusts](https://openairdocs.org/ntsb-findings/03034045): Environmental issues › Conditions/weather/phenomena · Decision related to condition; cases with it: [Hawker Beechcraft 390, 1 case](https://openairdocs.org/ntsb-findings/03034045/cases.md?model=4220006), [All aircraft, 1,199 cases](https://openairdocs.org/ntsb-findings/03034045/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Approach: Other weather encounter](https://openairdocs.org/ntsb-events/400); cases with it: [Hawker Beechcraft 390, 1 case](https://openairdocs.org/ntsb-events/400/sequence.md?model=4220006), [All aircraft, 1,127 cases](https://openairdocs.org/ntsb-events/400/sequence.md) - [Landing-flare/touchdown: Other weather encounter](https://openairdocs.org/ntsb-events/400); cases with it: [Hawker Beechcraft 390, 1 case](https://openairdocs.org/ntsb-events/400/sequence.md?model=4220006), [All aircraft, 1,127 cases](https://openairdocs.org/ntsb-events/400/sequence.md) - [Landing-flare/touchdown: Abnormal runway contact](https://openairdocs.org/ntsb-events/090) (defining event); cases with it: [Hawker Beechcraft 390, 2 cases](https://openairdocs.org/ntsb-events/090/sequence.md?model=4220006), [All aircraft, 1,506 cases](https://openairdocs.org/ntsb-events/090/sequence.md) - [Landing-aborted after touchdown: Attempted remediation/recovery](https://openairdocs.org/ntsb-events/060); cases with it: [Hawker Beechcraft 390, 1 case](https://openairdocs.org/ntsb-events/060/sequence.md?model=4220006), [All aircraft, 1,422 cases](https://openairdocs.org/ntsb-events/060/sequence.md) - [Takeoff: Other weather encounter](https://openairdocs.org/ntsb-events/400); cases with it: [Hawker Beechcraft 390, 1 case](https://openairdocs.org/ntsb-events/400/sequence.md?model=4220006), [All aircraft, 1,127 cases](https://openairdocs.org/ntsb-events/400/sequence.md) - [Approach-VFR pattern base: Windshear or thunderstorm](https://openairdocs.org/ntsb-events/390); cases with it: [Hawker Beechcraft 390, 1 case](https://openairdocs.org/ntsb-events/390/sequence.md?model=4220006), [All aircraft, 224 cases](https://openairdocs.org/ntsb-events/390/sequence.md) - [Landing-flare/touchdown: Runway excursion](https://openairdocs.org/ntsb-events/300); cases with it: [Hawker Beechcraft 390, 1 case](https://openairdocs.org/ntsb-events/300/sequence.md?model=4220006), [All aircraft, 3,643 cases](https://openairdocs.org/ntsb-events/300/sequence.md) ## Analysis The first pilot, who was the owner of the light jet and had recently received a type rating in the airplane, was acting as pilot-in-command for the flight and was seated in the left seat. A second pilot, who was also type-rated and experienced in the airplane make and model and was accompanying the first pilot as a mentor, was seated in the right seat and handled radio communications throughout the flight. As they neared the destination airport for an approach to runway 16, the pilots received the most recent weather information, which included wind from 250 degrees at 16 knots (kts) with gusts to 29 kts. Shortly thereafter, another pilot on the frequency reported wind gusts of 50 kts upon landing. The first pilot expressed concern about landing in such windy conditions, but the second pilot encouraged him to continue. About 45 ft above the runway, the airplane experienced a strong gust of wind; the left wing impacted the ground, and the second pilot initiated a go-around. The second pilot then reconfigured the airplane for a landing on runway 30; the aural "wind shear" warning was sounding throughout the approach. Upon touchdown, the airplane's right main landing gear exited the runway surface and impacted the raised curb between the grass and taxiway surface. Both pilots reported that there were no preaccident airplane anomalies that would have precluded normal operation. The maximum demonstrated crosswind component of the airplane was 25 kts. Given the reported wind conditions about the time of the accident, the crosswind component was at least 16 to 29 kts during the first landing attempt, and may have been greater based on the pilot report of gusts. Thus, the pilots should not have attempted the landing, because the gusts had the potential to exceed the airplane's maximum demonstrated crosswind component. ## Factual narrative ***This report was modified on January 26, 2017. Please see the public docket for this accident to view the original report.*** On December 10, 2015, about 1705 central standard time, a Hawker Beechcraft Corp 390, N50VM, was substantially damaged during a landing attempt and subsequent hard landing at Chicago Executive Airport (PWK), Wheeling, Illinois. The pilot/owner, second pilot, and five passengers were not injured. Day visual meteorological conditions prevailed, and an instrument flight rules flight plan was filed for the personal flight, which originated at Monmouth Executive Airport (BLM), Farmingdale, New Jersey, about 1545. The airplane was privately owned and operated under the provisions of 14 Code of Federal Regulations Part 91. The pilots each provided statements regarding the event. The first pilot (who was the owner) stated that he was acting as pilot-in-command for the flight, having recently attained a single-pilot type rating in the airplane make and model, and the second pilot was acting as a "co-pilot/mentor." The second pilot stated that he had been asked to join the pilot on the flight for a "sense of security," since he had several years of experience and was type-rated in the airplane make and model. During the flight, the first pilot manipulated the flight controls, and the second pilot handled radio communications with air traffic control (ATC). The first pilot stated that they obtained the automated weather information for the airport, which reported wind from 250 degrees at 16 knots (kts), with gusts to 29 kts. According to the pilot, after stating to the second pilot that he was uncomfortable with the crosswind (they were landing on runway 16), the second pilot said he was comfortable and would land the airplane; the second pilot then encouraged the first pilot to attempt the landing and he would help. The second pilot stated that he told the first pilot several times to go around if he didn't feel comfortable at any point in the approach. Shortly thereafter, another pilot on the radio frequency reported to ATC that the wind was gusting to 50 kts. ATC then called the accident airplane to confirm that they had heard the wind report, and the second pilot, who was still handling the radio communications, confirmed that they had. The first pilot stated that, about 45 ft above the runway, the airplane experienced a strong gust of wind and the second pilot "grabbed" the flight controls "without calling out, 'my plane.'" The left wing impacted the ground, and the second pilot initiated a go-around. The second pilot stated that he had called for a go-around prior to taking the flight controls, but that the first pilot "seemed to be frozen." The second pilot then reconfigured airplane for landing on runway 30, and the first pilot stated that the aural "wind shear" warning was sounding throughout the approach. Upon touchdown, the airplane's right main landing gear exited the runway surface, then impacted the raised curbbetween the grass and taxiway surface. The first pilot resumed control, and taxied the airplane off of the taxiway. Examination revealed substantial damage to the right wing. Both pilots reported that the airplane had no preaccident mechanical anomalies that would have precluded normal operation. In a written statement after the accident, the first pilot said he did not feel comfortable landing in the wind conditions present at the time of the accident, and, as pilot-in-command, he should have diverted to another airport with more favorable conditions. The 1652 automated weather observation at PWK included wind from 250 degrees at 16 kts with gusts to 28 kts, 10 miles visibility, an overcast cloud layer at 3,500 ft, temperature 11 degrees C, dew point 4 degrees C, and an altimeter setting of 29.51 in of mercury. The observation included a peak wind from 260 degrees at 41 kts, recorded at 1640. The first pilot held a private pilot certificate with ratings for airplane single- and multiengine land and instrument airplane as well as a type certificate in the accident airplane make and model. He reported 1,330 total hours of flight experience, of which 28 hours were in the accident airplane make and model. All 28 hours had been accrued in the 30 days before the accident. The second pilot held an airline transport pilot certificate with a rating for airplane multiengine land as well as several type ratings, including in the accident airplane make and model. He reported 4,500 total hours of flight experience, of which 1,250 hours were in the accident airplane make and model. PWK was equipped with three runways:16/34, 12/30, and 6/24. Runway 16/34 was 5,001 ft long by 150 ft wide; runway 12/30 was 4,415 ft long by 75 ft wide; and runway 6/24 was 3,677 ft long by 50 ft wide. The airport was equipped with an air traffic control tower, which was operating at the time of the accident. According to the airframe manufacturer, the maximum demonstrated crosswind component for the airplane was 25 kts. Based on the ATIS information received before landing (250 degrees at 16 knots with gusts to 29 kts), the crosswind component at the time of the accident was between 16 and 29 kts for a landing on runway 16, and between 12 and 22 kts for a landing on runway 30. At the peak wind recorded by the automated observation, the crosswind component was about 41 kts for runway 16, and about 31 kts for runway 30. ## Aircraft - Registration: [N50VM](https://openairdocs.org/aircraft/N50VM), registered now, S/N RB-229, built 2008 (OpenAirDocs) - Reported make and model: HAWKER BEECHCRAFT CORP 390 (NO SERIES) - Registry model: [Hawker Beechcraft 390](https://openairdocs.org/model/hawker-beechcraft-390) (registry code 4220006) (OpenAirDocs) - Registry engine: [Williams FJ44-2A](https://openairdocs.org/engine/williams-fj44-2a) (registry code 66004, turbo-fan) (OpenAirDocs) - Category: Airplane - Serial number: RB-229 - Year built: 2008 - Airframe hours: 2414.3 - Engines: WILLIAMS FJ44-2A 2300 horsepower turbo fan; WILLIAMS FJ44-2A 2300 horsepower turbo fan - Damage: Substantial damage - Flight: Personal, Part 91 - Airworthiness certificate: Standard, Normal - Last inspection: Continuous airworthiness, October 1, 2015, 32 hours before - Departed: BLM, BELMAR/FARMINGDALE, NJ - Destination: PWK, CHICAGO/PROSPECT HEIGHTS/WHEELING, IL - Flight plan: IFR - Airport: PWK, Chicago Executive, runway 16, 5,001 × 150 ft, asphalt - Equipment: Stall warning system, Auto-pilot, Electronic multifunction display, Electronic primary flight display, Onboard weather ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 41; injuries: none; private; airplane ratings: multi-engine land, single-engine land; instrument ratings: airplane; medical: class 3, with waivers/limitations; last flight review November 25, 2015; seat: left; restraint: 4-point; flight hours: 1,330 total, 28 in this make and model, 1,022 as pilot in command, 60 in the last 90 days, 32 in the last 30 days, 2 in the last 24 hours - Co-pilot; age 40; injuries: none; commercial, airline transport, private; airplane ratings: single-engine land, multi-engine land; instrument ratings: airplane; medical: class 2, without waivers/limitations; last flight review July 2, 2015; seat: right; restraint: 4-point; flight hours: 4,500 total, 1,250 in this make and model, 4,000 as pilot in command, 100 in the last 90 days, 40 in the last 30 days ## Weather - Conditions: Visual (VMC), Dusk - Wind: 250° at 16 knots, gusting 28 - Visibility: 10 statute miles - Lowest ceiling: 3,500 ft overcast - Temperature: 52 °F, dew point 39 °F - Altimeter: 29.51 inHg - Observed at: KPWK ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 20151210020009A](https://openairdocs.org/incident/20151210020009A), Dec 10, 2015: Hawker Beechcraft Corp 390, Wheeling, IL, Substantial damage. The pilot in command of N50VM, a Beechcraft BE-390 aircraft, departed monmouth executive airport (kblm), new jersey traveling to Chicago Executive Airport… ## Docket (4 files) The files NTSB released with the investigation on August 17, 2016, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=92478. 3.1 MB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 1.3 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40443282&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Master.PDF - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (Co-Pilot) (item 2, .PDF, 1.0 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40443283&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1%20(Co-Pilot)-Master.PDF - Maps or Charts of Accident Area (item 3, .PDF, 280 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40443284&FileExtension=.PDF&FileName=Maps%20or%20Charts%20of%20Accident%20Area-Master.PDF - Photos (item 4, .PDF, 537 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40443285&FileExtension=.PDF&FileName=Photos-Master.PDF From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.