NYC02FA177

Shortly before landing, the crew confirmed that the hydraulic and emergency air pressures were "good", and that the circuit breakers on the "right and left" were in. In addition, the first officer reported "arming one and two." The airplane landed 1,000 - 1,500 feet from the landing threshold of runway 04, which was 7,003 feet in length. The captain utilized aerodynamic braking during part of the landing roll. About 3 seconds after touchdown, the first officer stated, "they're not deployed, they're armed only." About 6 seconds after touchdown, there was an increase in engine rpm. Shortly after that, there was an expletive from the captain. One and a half seconds later, there was another expletive. Slightly less than 2 seconds later, the captain told the first officer to "brake me," and 2.7 seconds after that, stated "emergency brake." About 4 seconds later, there was a "clunk", followed by a decrease in engine rpm 1 second later. Immediately after that, the captain stated, "we're going off the end." The airplane subsequently dropped off an embankment at the end of the runway, impacted and descended through a localizer tower, then impacted the ground and slid across a highway. The airplane had been fitted with a conversion that included thrust reversers. An examination of the wreckage revealed that the thrust reversers were out of the stowed position, but not deployed. The drag chute was also not deployed. Brake calipers were tested with compressed air, and operated normally. Brake disc pads were measured, and found to be within limits. According to an excerpt from the conversion maintenance manual, reverser deployment was hydraulically actuated and electrically controlled. There was also an accumulator which allowed deploy/stow cycling in the event of hydraulic system failure. Interlocks were provided so that the reverser doors could not be deployed until the control panel ARM switch was on, the main throttle levers were in idle position, and the airplane was on the ground with the squat switches engaged. The previous crew reported no mechanical anomalies. Runway elevation rose by approximately 35 feet during the first 2/3 of its length, then decreased until it was 8 feet lower at its departure end. Winds were reported as being from 050 degrees true at 7 knots. At the airplane's projected landing weight, without the use of thrust reversers, the estimated landing distance was about 2,850 feet with the anti-skid operative, and 3,400 feet with the anti-skid inoperative.

History of flight

On August 30, 2002, at 1307 eastern daylight time, a Gates Learjet 25C, N45CP, operated by American Air Network, Incorporated, doing business as (dba) Care Flight International, was destroyed when it overran a runway at Blue Grass Airport (LEX), Lexington, Kentucky. One passenger was fatally injured. The captain, first officer, flight nurse and another passenger were seriously injured, and a truck driver received minor injuries. An instrument flight rules flight plan had been filed for the flight, between Marco Island Airport (MKY), Marco Island, Florida, and Lexington. The air ambulance flight was conducted under 14 CFR Part 135.

According to the flight nurse, the deceased passenger was en route Lexington to receive medical treatment. The passenger was belted into the seat on the left side of the cabin, just aft the cabin door. The other passenger was seated directly behind her. The flight nurse was seated on the right side of the cabin, immediately forward of the medical stretcher, which was not occupied.

In a written statement, the captain reported that the touchdown was "smooth, idle power, and 1,000 - 1,500 feet from the landing threshold." The main wheels touched down, and the spoiler switch and thrust reverser levers were activated. No immediate loss of thrust was felt, and it was confirmed by no "thrust reverser deployed" lights. The captain "immediately lowered the nose wheel to the runway, and simultaneously stowed the thrust reverse levers." Speed was still greater than 100 knots at the time.

The captain again activated the thrust reversers, "and no cockpit lights or feel indicated TR deployment." Toe brakes were "lightly" applied, but "gave no indication of slowing the aircraft." The captain then released and reapplied the brakes with no effect. He then called for the first officer to apply his brakes, but felt no deceleration.

The airplane then departed the runway straight ahead, about 70-80 knots. The captain felt a "short freefall," then saw and felt the right wing strike the wooden structure that held the opposite-direction ILS antennas and lighting.

In his statement, the first officer reported that upon landing, "the brakes and thrust reversers failed. I applied the emergency brake. Despite this, we went off the [end] of the runway."

The airplane had a cockpit voice recorder onboard, and a successful download was accomplished at the Safety Board Recorders Laboratory. According to the group chairman's factual report, the crew commenced the approach checklist at 1253. During the checklist, the crew confirmed that the circuit breakers were "in" on the "right and left," and that "hydraulic and emergency air pressure are good."

Prior to landing, a voice, identified as that of the first officer stated, "anti-skid," and a voice identified as that of the captain stated, "'kay." The first officer subsequently stated, "hydraulic pressure is good."

At 1304, the first officer stated, "autopilot's off, yaw dampener and full flaps complete the list. you want the thrust reversers?" Five seconds later, he reported "arming one and two."

About 45 seconds later, the captain requested full flaps, and 20 seconds after that, the first officer reported "short final. three green no red, flaps set."

At 1306:39, there was a sound of a "chirp."

At 1306:39.7, there was a sound of a "clunk."

At 1306:42.0, the first officer stated, "they're not deployed they're armed only."

At 1306:45.0, there was a sound similar to increased rpm.

At 1306:45.3 and 1306:46.8, there were expletives from the captain.

At 1306:48.6, the captain stated, "brake me," and two seconds later, the first officer stated, "we're not going to brake." The captain then stated, at 1306:51.3, "brake. emergency brake."

At 1306:55.5 there was a sound of a "clunk," followed, at 1306:56.5, by a sound similar to decreased engine rpm.

At 1306:56.8, the captain stated, "we're going off the end."

According to a Lexington Tower controller, the airplane "seemed to touch down in the normal touchdown zone," but the nose wheel appeared to be off the ground between taxiways A-3 and C. He briefly thought that the airplane was attempting to abort the landing, "thinking that the airplane appeared a little fast." As the airplane crossed the intersection of runway 08/26 [on the airport diagram, located about 1,200 feet from the departure end of runway 04], it was apparent to the controller that the airplane wasn't going to stop, so he rang the crash phone.

Another controller stated that he saw the airplane cross runway 08/26, "about 80 knots, lift up the nose and set it back down" as the first controller picked up the crash phone.

The accident occurred during the hours of daylight, when the airplane departed the end of runway 04 at 38 degrees, 02.56 minutes north latitude, 84 minutes, 35.9 minutes west longitude.

Personnel information

The captain held an airline transport pilot certificate with multi-engine and Learjet ratings. According to company records, his latest FAR Part 135 proficiency check was on July 19, 2002. The captain's latest Federal Aviation Administration (FAA) first class medical certificate was dated July 16, 2002. The captain reported 2,681 hours of flight time, with 436 hours in make and model.

The first officer held a commercial pilot certificate with multiengine and instrument ratings. According to company records, his latest FAR Part 135 proficiency check was on June 22, 2002. The first officer's latest second class FAA medical certificate was dated February 12, 2002. The first officer reported 1,326 hours of flight time, with 60 hours in make and model.

Operator information

According to the director of operations, the operator managed 17 contracts, in which, "dba's" obtained their own customers, charged and collected fees for services under their own Department of Transportation-registered dba name, and incurred all expenses. The operator received signing and monthly flat fees, and provided FAR Part 135 operational control, including pilot training/records oversight, scheduled and unscheduled maintenance, crew scheduling, and dispatch flight following.

The operator managed 47 aircraft and 85 pilots.

Aircraft information

According to Federal Aviation Administration (FAA) records, the airplane was owned by Henry Air, Limited.

The airplane had a Dee Howard XR conversion, which included thrust reversers. According to the XR maintenance manual, the thrust reversers consisted of upper and lower "clam shell" doors that pivoted near the engines' horizontal centerlines. Reverser deployment was hydraulically actuated and electrically controlled. There was also an accumulator, which allowed deploy/stow cycling in the event of hydraulic system failure.

"With the aircraft firmly on the ground, the arming switches are actuated. When the power levers are retarded to idle stop, the auxiliary mechanical locks are released, and this action is indicated by illumination of the left and right ARM lights.

The piggy-back sub-throttles are raised to the idle detents to deploy the systems. Deployment is indicated by the UNSAFE lights on while the systems are in transit, and UNSAFE lights out and DEPLOY lights on when the buckets are deployed. At the time the DEPLOY light comes on, the piggy-back sub-throttle safety solenoids actuate, allowing further movement of the sub-throttle."

In addition:

"Interlocks are provided so that the reverser doors cannot be deployed until:

- Control panel ARM switch is on.

- Main throttle levers are in idle position.

- Aircraft is on the ground (squat switches engaged).

At this point, the reverser levers can be raised only to the deploy position with engine power remaining at idle. Only when the reverser doors are fully deployed can the reverser throttle levers be raised further, allowing inc