Gulfstream G150 incident near Baltimore, Maryland, January 30, 2012
On January 30, 2012 at about 11:43 pm local time, a Gulfstream G150, registered N272CB, suffered minor damage in an incident during landing (flare/touchdown) near Baltimore, Maryland (Baltimore/Washington Internati airport). It was a positioning flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot-in-command's failure to obtain the proper touchdown point or landing reference speed and failure to initiate a go-around when it became evident that the airplane was landing long and fast. Contributing to the incident was a lack of effective flight crew coordination and communication.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 30, 2012 · about 11:43 pm local time
- Place
- Baltimore, Maryland · Baltimore/Washington Internati · map
- Type
- Incident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Gulfstream G150
- Registration
- N272CB · registry record · serial 262
- Damage
- Minor damage
- Flight
- Positioning flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane was approaching the destination airport in night visual meteorological conditions. The pilot-in-command (PIC) was the pilot flying and was not familiar with the destination airport. The second-in-command (SIC) was the pilot monitoring and was familiar with the destination airport. While the airplane was at 2,000 feet mean sea level, about 10 miles from the airport, the PIC did not see the airport; however, the SIC observed the airport beacon, but not runway 33R. The controller then offered either a clearance for a visual approach to runway 33R or a vector for the runway 33R instrument landing system (ILS) approach. The PIC indicated to the SIC that he wanted the ILS; however, the SIC stated that he saw runway 33R and asked the PIC if he saw it, to which he replied no. The SIC then told the controller that they had the runway in sight. The PIC subsequently stated to the SIC that he saw runway 33R, but he confused it with runway 28. About 2 minutes later, with the SIC assisting, the PIC visually acquired the correct runway. At that time, the airplane was about 6 miles from the runway, at 1,400 feet msl. The airplane made a left turn, followed by a right turn, which positioned it from a final approach to runway 28, to a final approach to runway 33R. The airplane was lined-up for runway 33R about 4 miles from the runway threshold, at 1,000 feet and 145 knots groundspeed. While on short final approach, about 300 feet agl, the airspeed went below the landing reference speed (Vref) by about 3 to 5 knots. The SIC responded by emphasizing "below Vref" two times, followed by "power" four times. The PIC added power and the airplane's speed went above Vref by about 10 knots. The airplane touched down about halfway down the 5,000 foot-long runway, about 140 knots groundspeed with an approximate 5-knot tailwind. Although the flight crew did not believe the thrust reversers activated, non-volatile memory (NVM) of the engine controls revealed that they deployed for 13 seconds; however, the airplane still traveled off the end of the runway and came to rest in mud about 200 feet from the departure end. Examination of the airplane and its other NVM did not reveal any preimpact mechanical malfunctions. The flight crew did not report any additional anomalies, including the breaking system, and 226 feet of pulsing skid marks were identified near the departure end of the runway.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record from the NTSB's investigation tables, in plain English
What happened, in order
- Landing area overshoot during landing (flare/touchdown) defining event
- Runway excursion during landing (landing roll)
- Collision with terrain or object (not controlled flight into terrain) during landing (landing roll)
The NTSB's findings
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Descent/approach/glide path › Not attained/maintained
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Airspeed › Not attained/maintained
- cause Personnel issues › Task performance › Use of equip/info › Aircraft control › Pilot
- cause Personnel issues › Action/decision › Action › Lack of action › Pilot
- factor Personnel issues › Task performance › Communication (personnel) › (general) › Flight crew
Pilot
- Certificate: airline transport pilot, commercial pilot
- Ratings: multi-engine land; single-engine land; single-engine sea; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 12,604 hours in all; 109 in this make and model; 58 in the last 90 days; 31 in the last 30 days; 10,306 as pilot in command
- Last flight review: November 18, 2011
- Medical certificate: Class 1 (with waivers/limitations)
- Seat: left
- Injury: no injuries
Co-pilot
- Certificate: airline transport pilot, commercial pilot
- Ratings: multi-engine land; instrument: airplane
- Flight time: 13,633 hours in all; 120 in this make and model; 61 in the last 90 days; 31 in the last 30 days; 5,814 as pilot in command
- Last flight review: March 4, 2011
- Medical certificate: Class 1 (with waivers/limitations)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 494 hours
- Last inspection: approved inspection programme, July 18, 2011
- Maximum gross weight: 21,100 lb
- Seats: 9
- Landing gear: retractable
- Engine 1: Honeywell TFE 731-40AR (turbofan); 0 hours total
- Engine 2: Honeywell TFE 731-40AR (turbofan); 0 hours total
- Operator: Chattem INC
The flight
- Departed from: MPO Mount Pocono PA at 11:08 pm
- Destination: BWI Baltimore MD
- Flight plan: IFR
- Runway 33R, 5,000 ft by 100 ft
- A second pilot was aboard
Weather at the time
- Light: night
- Wind: from 140° at 4 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 25,000 ft; a few clouds at 10,000 ft
- Temperature: 39°F (4°C), dew point 12°F (-11°C)
- Altimeter: 30.29 inHg
- Observation at 11:50 pm from BWI
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 2 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.