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ASN Wikibase Occurrence # 205692
Last updated: 18 October 2019
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Time:19:24 LT
Type:Silhouette image of generic BE40 model; specific model in this crash may look slightly different
Beechcraft 400A Beechjet
Owner/operator:Traffic Management Company, LLC
Registration: N570TM
C/n / msn: RK-292
Fatalities:Fatalities: 0 / Occupants: 4
Other fatalities:0
Aircraft damage: Substantial
Location:Cleveland-Burke Lakefront Airport, OH (BKL/KBKL) -   United States of America
Phase: Landing
Departure airport:Teterboro Airport, NJ (TEB/KTEB)
Destination airport:Cleveland-Burke Lakefront Airport, OH (BKL/KBKL)
A Beechjet 400A, N570TM, suffered a runway excursion incident after landing on runway 24R at Cleveland. The aircraft ended up in the Engineered Material Arresting System (EMAS) at the end of the runway.

According to FAA records, this is the 13th incident to date where EMAS has safely stopped an overrunning aircraft. It is the first such incident at Cleveland-Burke Lakefront Airport.

- NTSB :
On February 4, 2018, about 1924 eastern standard time, a Raytheon (Hawker) 400A airplane, N470TM, overran the end of the runway after landing at the Burke Lakefront Airport (KBKL) Cleveland, Ohio. The two pilots and two passengers were not injured, and the airplane sustained substantial damage. The airplane was registered to Aircraft Holding Company One, LLC, and operated by Traffic Management Company, LLC, under the provisions of Title 14 Part 135 air taxi flight. Instrument meteorological conditions prevailed at the time of the accident, and the flight was on an instrument flight rules (IFR) flight plan that originated from the Teterboro Airport (KTEB), Teterboro, New Jersey, about 1804.

The pilots reported to a Federal Aviation Administration (FAA) inspector, that during as part of the preflight planning for the flight, they received NOTAMS (notices to airman) with a FICON (field condition) of 5/5/5, and they'd calculate landing distances for a wet or dry runway.

As the flight neared KBKL, the crew conducted their approach briefing and before the checklist was completed, the captain stated, "light snow .. maybe slippery". The crew contacted Cleveland approach control, who told them to expect the instrument landing system (ILS) approach to runway 24R and circle to land on runway 6L. At 1901, the crew then monitored the airport's automatic terminal information service (ATIS) information Lima, which, in part, was broadcasting a 2357 zulu [1857 EST] observation, wind 340 degrees at 17 (knots) gusts to 25 (knots), visibility 4 (miles), light freezing rain, sky conditions ceiling 700 overcast, temperature minus 3, dewpoint minus 4, altimeter 29.80.

The captain repeated to the first officer, 340 at 17, gust to 25, light freezing rain, "so the runway is going to be wet, 25-degree crosswind" ... adding that they were at the limit.

Cleveland approach then transferred the flight to the KBKL tower controller, who told the flight to circle north for runway 6L. The tower controller added that [airport] operations was on the runway approximately 20 minutes earlier and advised [ the runway] was starting to pick up traces of ice. The captain acknowledged the transmission and reported that they were getting moderate rime icing on the descent.

During the circling approach to runway 6L, the airplane got too close to obstacles and the crew elected to conduct a missed approach. The captain then requested to land on runway 24R. During the approach to runway 24R, the tower controller reported wind, of 020 [degrees] at 25 [knots] and 010 at 25.

After touchdown, the crew reported they applied maximum braking, but the airplane did not slow and skidded off the end of runway into the Engineered Material Arresting System (EMAS).

The crew and passengers exited the airplane, and the crew reported that the fire department said they were delayed in getting to the airplane due to the slippery conditions. They added that from their observation the runway grooves, had been "smoothed out" by ice accumulations.

A first responder reported that he could see why the airplane left the runway; that the ramp and taxiways were very icy. He added that he did not travel down the runway, but the end of the runway and EMAS had a sheet of ice on it.

A damage assessment of the airplane indicated substantial damage to the fuselage and a collapsed nose gear.

A review of the airport operations log noted that a runway and field inspection recorded at 1900, noted a temperature of 31 F, and a braking coefficient (Mu) of 40+, with runways and taxiways wet. A log entry at 1930, after the incident, noted a braking coefficient (Mu) of 30-35, with runways and taxiways wet. Neither log entry gave any additional field conditions, such as the presence (or absence) of any contaminants on the paved surfaces.



NTSB Factual :
NTSB Docket :



Revision history:

05-Feb-2018 19:54 harro Added
05-Feb-2018 19:58 harro Updated [Source, Embed code, Narrative]
05-Feb-2018 20:01 harro Updated [Source]
05-Feb-2018 20:04 harro Updated [Aircraft type, Narrative]
06-Feb-2018 08:59 darrellclay Updated [Photo, ]
06-Feb-2018 10:40 DynoDon Updated [Operator]
06-Dec-2018 20:22 harro Updated [Time, Aircraft type, Source, Embed code]
06-Dec-2018 20:23 harro Updated [Operator]
07-Jul-2019 22:28 Captain Adam Updated [Nature, Source, Damage, Narrative]

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