N98FMTextron Aviation B300C · 2021

On May 21, 2022, about 1630 central daylight time, a Textron Aviation B300C airplane, N98FM, was substantially damaged when it was involved in an accident near Ft. Stockton, Texas. Neither of the two pilots were injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 test flight.

The pilots were conducting landing performance testing on an unimproved, dirt runway at the time of the accident. The initial two-engine takeoffs and landings were uneventful. Subsequent testing was conducted with one engine shut down and secured, and with a 300 lb fuel imbalance as specified by the test plan. At the time of the accident landing, a 10-knot, 100° right crosswind prevailed. The wind had been variable over the course of the afternoon.

The pilot flying reported the touchdown was smooth, after which the throttles were “placed into ground-fine” and maximum braking was applied. The airplane began to drift toward the right side of the runway. The pilot immediately applied left rudder and reduced braking. He subsequently “applied cautious left braking” to bring the airplane to the center of the runway without over correcting. According to the pilot, these actions were not sufficient and the right wing impacted bushes and a small tree along the right side of the runway, although the main landing gear remained on the runway. After the accident, the pilot noted that the antiskid braking system may not have been operating properly.

The airplane sustained damage to the right-wing extension and winglet. Specifically, the leading edge was crushed aft, and the upper and lower wing skins were wrinkled. The lower wing skin was wrinkled aft of the spar consistent with spar damage.

The airplane was equipped with a data recorder to support the flight test mission. The airframe manufacturer/operator reported that the left and right wheel speed data parameters related to the data recorder were inoperative. Wheel speed data was available to the antiskid system, which was operational during the flight. Brake pressure data revealed the left brake pressure increased after touchdown consistent with initial brake application, the right crosswind condition, and the pilot’s effort to maintain the center of the runway. About 8 seconds after initial brake application, the right brake pressure increased consistent with a maximum bilateral braking effort. In addition, the left and right brake pressures began to oscillate consistent with normal operation of the antiskid system. The pilots reported no anomalies with respect to the nose wheel steering or flight control systems.

Review of the recorded data did not reveal any anomalies consistent with a malfunction of the antiskid brake system. The investigation was unable to identify any anomalies with respect to the airplane.