Phenom Incidents and Accidents

This page is a chapter in Embraer Phenom Guide
The Phenom fleet has seen two fatal accidents and several runway excursions with no fatalities. Please review these reports to learn from others' mistakes. The most common issue has been a runway excursion on wet runways.

Sources:
ASN Aviation Safety Database: Phenom 100 | Phenom 300
FAA Accident and Incident Data System

Phenom 100 Loss of Control

(1) Feb 15th, 2013 - Aerodynamic Stall due to Icing Conditions
OO-MAS / 50000196
BFU Report (German) | Aviation Safety Record
Berlin, Germany
0 Fatalities

As the aircraft was flared over the threshold, the left wing dropped and contacted the runway. The aircraft then rolled right and touched down hard on the right hand main landing gear. The gear leg broke and the aircraft slid along the side of the runway until coming to a stop 447 meters past the runway threshold. The crew performed the approach under known icing conditions and did not switch on the Wing and Horizontal Stabilizer De-Ice System, contrary to the standard operating procedures (SOP). During the flare the aircraft entered a stall due to ice build-up on the wings and tail unit and the fact that the speed fell below the approach speed prescribed for icing conditions, and fell off to the side.

(2) December 8, 2014 - Aerodynamic Stall and Loss of Control due to Icing Conditions
N100EQ / 50000082
NTSB Report | NTSB Docket | Aviation Safety Record
Gaithersburg, Maryland
6 Fatalities (3 on ground)

A Phenom 100 crashed while on approach to runway 14 at Montgomery County Airpark, Gaithersburg, Maryland. The airplane impacted three houses and the ground about 3/4 mile from the approach end of the runway. A postcrash fire involving the airplane and one of the three houses, which contained three occupants, ensued. The pilot, the two passengers, and the three people in the house died as a result of the accident. The airplane was destroyed by impact forces and postcrash fire. Safety issues relate to the need for a system that provides automatic alerting when ice protection systems should be activated on turbofan airplanes that require a type rating and are certified for single-pilot operations and flight in icing conditions, such as the EMB-500; and the need for training for pilots of these airplanes beyond what is required to pass a checkride.

Phenom 100 Flight Controls

(1) Oct 12th, 2009 - Loss of nose gear steering
HB-VRV / 50000309
SUST (German) Report | Aviation Safety Record
Zürich-Kloten Airport, Switzerland
0 Fatalities

The pilot lost directional control due to a failure of the nose gear steering. The aircraft had just commenced the takeoff roll on runway 28. Takeoff was aborted but the aircraft swerved to the right, coming to rest with the nose gear off the runway.

Phenom 100 Runway Excursions

(1) Oct 12th, 2009 - Runway Excursion
PP-AFM / 50000049
CENIPA (Portuguese) Report | Aviation Safety Record
Angra dos Reis, Brazil
0 Fatalities

The Phenom jet was damaged beyond repair when it suffered a runway excursion after landing on runway 10 at Angra dos Reis Airport, Brazil. The manufacturer's landing distance table indicated a landing distance of 1,022 meters. The runway was 915 meters long. Considering the parameters of the aircraft during the final approach, 1,129 meters was required for the complete stop of the aircraft. In addition, there were multiple momentary occurrences of maximum excess pedal travel which momentarily disabled the braking system.

(2) Sep 10th, 2010 - Runway Excursion
N226CP / 50000071
FAA ASIAS
Brenham, TX
0 Fatalities

Pilot stated upon touch down there was no brakes. Pilot allowed owner, who is a commercial rated pilot to apply emergency brakes. Aircraft began to skid, pilot told owner to release emergency system, the emergency brake system would not release. Aircraft skidded off runway and right hand gear collapsed. Minor damage to aircraft and no injuries to pilot or passenger.

(3) Dec 20th, 2010 - Runway Excursion on wet runway
N574JS / 50000046
FAA ASIAS
La Verne, CA
0 Fatalities

This investigation has determined at the time of the incident no mechanical irregularities or aircraft components contributed to the incident. The flight crew landed the aircraft with not enough available runway considering the runway was wet and not grooved. Sections of the operators GOM and AFM indicated the flight crew must use landing distances corrected for contaminated surfaces. The standing water corrected landing distance is based on the unfactored landing distance for a dry runway. The crew must then calculate the additional distance for the regulatory requirement. The available runway distance at KPOC for the day of the incident would not be enough according to the performance data for the aircraft. Pilot states approach, touchdown were normal. When brakes were applied, no action was noted. Pilot switched to emergency brakes and again, no braking action was available. Aircraft departed the end of the runway, hit two runway lights, and proceeded approximately 200 yards through mud until aircraft came to a stop.

(4) May 25th, 2011 - Runway Excursion after unstabilized approach
N224MD / 50000057
NTSB Report | NTSB Docket | Aviation Safety Record
Sedona Airport, AZ
0 Fatalities

Upon touchdown, the captain applied the brakes and thought that the initial braking was effective; however, he noticed the airplane was not slowing down. The captain applied maximum braking, and the airplane began to veer to the right; he was able to correct back to the runway centerline, but the airplane subsequently exited the departure end of the runway and traveled down a steep embankment. The National Transportation Safety Board determines the probable cause(s) of this accident to be: The pilots’ unstabilized approach and excessive airspeed during approach, which resulted in an insufficient landing distance to stop the airplane before overrunning the runway.

(5) Feb 17th, 2012 - Runway excursion on wet runway (after using the Emergency Brake)
PR-UUT / 50000093
CENIPA (Portuguese) Report | Aviation Safety Record
São Paulo-Campo de Marte Airport, SP (SBMT), Brazil
0 Fatalities

The landing took place in heavy rain and during the landing roll out, when applying the brakes, the pilot realized that it did not have effectiveness in the braking of the aircraft. He then used the emergency brake. The aircraft left the runway on the right side and stopped after the left main landing gear broke.

(6) Feb 26th, 2012 - Runway Excursion on wet runway
N876JC / 50000075
FAA ASIAS
Jacksonville, FL
0 Fatalities

The airplane landed on a wet runway and was unable to stop on the available length and went off the end of the runway. There was no damage to the airplane and the occupants were not injured. The pilot reported that there may have been an issue with the anti-skid system because the aircraft felt as though it was slipping. The "normal" landing distance for the aircraft would have been 2600-2700 feet for an unfactored dry runway. The unfactored wet distance provided in the QRH was approximately 3375 feet. The wet factored distance was over 5000' per the QRH. The available runway length at KCRG was only 4008 feet.

(7) Oct 10th, 2012 - Runway Excursion
PR-PNM / 50000144
CENIPA (Portuguese) Report | Aviation Safety Record
Porto Alegre, Brazil
0 Fatalities

During rollout after landing run, the aircraft gradually shifted to the right until it left the runway.

(8) Oct 15th, 2013 - Runway Excursion after improper brake application
N610AS / 50000044
NTSB Report | NTSB Docket | Aviation Safety Record
Wichita, KS
0 Fatalities

The pilot flying stated that he had recently completed simulator training in the airplane type and that the accident flight was his first flight in an actual airplane of that type. The pilot-in- command had the pilot flying sit in the left seat for the flight and allowed him to perform the approach and landing. During preflight and while airborne, the pilots discussed braking procedures and techniques, which included the need to apply braking evenly and firmly. During landing, the pilot applied brakes, and, a few seconds later, the airplane began swerving left and right. The airplane exited the runway and stopped. The airplane was equipped with a flight data recorder, and no anomalies were noted in the data that would have contributed to the accident. The accident likely occurred as a result of the pilot’s improper brake application, which resulted in the loss of directional control.

(9) Oct 15th, 2014 - Runway excursion after unstablized approach
SP-AVP / 50000055
Aviation Safety Record
Bydgoszcz, Poland
0 Fatalities

Unstabilized approach was continued and the touchdown occurred at the midpoint of the runway length at a ground speed of 118kts.he crew tried, at a high speed, to vacate the runway via TXWY A, located at the end of the runway, but the airplane slipped sideways and at a ground speed of 47kts and ran off the runway threshold. Then the airplane rolled across the grassy part of the aerodrome and came to rest after travelling a distance of 253m from runway 26 threshold.

(10) Nov 21st, 2014 -
Runway excursion on wet runway (after using the Emergency Brake)
N584JS / 50000140
NTSB Report | NTSB Docket | Aviation Safety Record
Houston, TX
0 Fatalities

The pilot's engagement of the emergency parking brake during the landing roll, which decreased the airplane's braking performance and prevented it from stopping on the available runway. Contributing to the pilot's decision to engage the emergency parking brake was the expectation of a faster rate of deceleration and considerably shorter wet runway landing distance provided by the airplane flight manual than that experienced by the crew upon touchdown and an actual wet runway friction level lower than the assumed runway fiction level used in the calculation of the stopping distances published in the airplane flight manual.

(11) Sep 8th, 2015 - Runway excursion on wet runway (after using the Emergency Brake)
N984EP / 50000313
Aviation Safety Record | FAA ASIAS
Atlantic Municipal Airport (KAIO), Atlantic, IA
0 Fatalities

The aircraft experienced a runway overrun upon landing at Atlantic Municipal Airport (KAIO), Atlantic, Iowa. The pilot received holding vectors from Minneapolis center while waiting for a thunderstorm to pass through KAIO (destination). Pilot stated that once the thunderstorm moved through the AWOS at KAIO was reporting winds 290@5 with light rain. Pilot stated VREF was calculated at 95kts and in the Phenom, on a wet runway, he would likely have no brakes upon touchdown but the system would apply brakes around 70 kts. Crew stated they saw the runway about 3 miles out and adjusted the aim point for the runway numbers. At 200ft AGL, pilot reported to be at VREF+3. Pilot said he was monitoring the AWOS during the entire approach and the weather never changed from what was previously reported. At 50ft AGL, the pilot reported that thrust was set at idle and the plane touched down at the numbers. Crew stated that the right seat pilot depressed the brake pedals and said, “I have no brakes”. Then left seat pilot depressed his pedals and confirmed that they did not have brakes. Both held the pedals down, expecting the brakes to become available around 70kts. At 70kts, the crew stated the system was still not applying brakes and they still did not have brakes at 50 kts. At this point, the crew reported that there was only about 1000 ft of runway remaining. Pilot stated the brakes caught momentarily "less than a second" with about 750 ft of runway available, but immediately released. The aircraft departed the extended centerline of RWY 20, and eventually stopped about 150 yards off the end of the runway. The crew secured the airplane and walked to the FBO. Crew stated they did not remember seeing a CAS message for brake failure nor did they hear an aural warning indicating a CAS message. No damage to the aircraft was noted on the post inspection, nor was there any damage to the airport. Upon investigation, the aircraft computer recorded a brake control unit failure during the time of landing roll.

(12) Oct 31st, 2017 - Runway Excursion
PR-IVI / 50000032
Aviation Safety Record
Juiz de Fora-Francisco de Assis, Brazil
0 Fatalities

An Embraer EMB-500 Phenom 100 corporate jet, suffered a runway excursion after landing at Juiz de Fora-Francisco de Assis Airport in Brazil. The aircraft overran runway 03 by about 170 meters and turned 120° before coming to rest at the edge of a steep downslope. The runway at Juiz de Fora Airport is 1,535 meters long. The surrounding terrain near the runway end of runway 03 is about 30 meters lower.

(13) Sep 10th, 2016 - Runway Excursion
PT-MMP / 50000264
Aviation Safety Record
Angra dos Reis, Brazil
0 Fatalities

The Embraer EMB-500 Phenom 100 touched own at Angra dos Reis Airport, Brazil within the 1000 ft mark. However, the aircraft failed to stop on the remaining runway and suffered a runway excursion.

(14) Jun 28th, 2017 - Runway Excursion
D-IAAB / 50000180
BFU (German) Report | Aviation Safety Record
Siegen-Siegerland, Germany
0 Fatalities

The crew stated that the aircraft had touched down at the first white double beams of runway 13 and had initially decelerated normally after landing. Suddenly the brake pressure had briefly decreased. This process had taken place twice. Due to the overall low and uneven braking effect, the aircraft was brought to the left side of the runway and steered back towards the centre of the runway by the captain. The emergency brake had been activated. The aircraft came to a standstill in the grass about 15 m behind the end of runway 13 of the Siegerland airport.

(15) Feb 28th, 2019 - Runway Excursion due to freezing rain
N649DX / 50000194
Aviation Safety Record
Kansas City, MO
0 Fatalities

An Embraer Phenom 100 jet overran runway 19 after landing at Kansas City-Charles B. Wheeler Downtown Airport, USA. The pilot reported that he received weather and runway reports prior to initiating his approach to runway 19. The runway conditions were reported as wet with deicing fluid. After touchdown, the pilot stated he applied the brakes normally, but noted no reduction in velocity. He stated he released and re-applied the brakes twice with no results. The aircraft overran the runway, stopping in the engineered material arresting system at the end of the runway.

(16) Dec 30th, 2019 - Runway Excursion
​C-GVJV / 50000136
Transport Canada | Aviation Safety Record
Lake Simcoe Regional Airport, Canada
0 Fatalities

On 30 December 2019, a commercially registered Embraer EMB-500 Phenom 100 aircraft was being operated by a single pilot, and was inbound to Lake Simcoe Regional Airport, Ontario (CYLS) from Columbia, South Carolina (KCAE). On arrival at CYLS, the pilot initially conducted an instrument approach to Runway 10, but performed a missed approach due to a lack of visual references. Subsequently, an approach was performed for Runway 28. After touchdown, during the landing rollout, the aircraft went off the end of the runway into a field and came to rest 275 feet past the end of Runway 28. There were no injuries and no obvious visible damage to the aircraft. The TSB is investigating.

Phenom 100 Taxi Excursions

(1) May 20th, 2018 - Collision while taxing
​N876JC / 50000075
FAA ASIAS
Chesterfield, MO

While on final approach to KSUS, the pilot noted a "BRK FAIL" warning light while lowering the landing gear. The pilot notified ATC and elected to change his approach and landing to the longest runway with a landing headwind component, RWY 08R. After landing the pilot applied the phenom 100 emergency brakes in accord with the published emergency procedures. The pilot then elected to clear the active runway and taxiied to the airplane's hangar on the airport while continuing to use the emergency brake system. Note: the AFM states the aircraft is limited to a maximum of 6 applications of the emergency brake system. While taxiing on the airplane's home hangar apron the pilot noted 1500 psi pressure still indicated in the airplane hydraulic system and elected to make a taxiing 180 degree turn to facilitate unloading the airplane. After completing the turn, the pilot attempted to stop the airplane with another application of the emergency brakes but was unable to arrest the forward motion of the airplane. The airplane rolled forward until contacting a parked suv resulting in damage to both the airplane and suv.the collision with the suv caused damage to the airplane radome and some damage to the leading edge of the left wing. Due to the collision vehicle obstructing the operation of the passenger door, the passengers and pilot were forced to exit the airplane through the over-wing emergency exit.

Phenom 300 Flight Controls

(1) Nov 23rd, 2014 - Rudder Gust lock actuator failed
C-GJOL / 50500089
NTSB Report | NTSB Docket | Aviation Safety Record
Palm Springs International Airport, CA

Following rotation on takeoff, the pilot noticed a significant right yaw and roll, which he initially countered with left aileron. As the airplane continued to climb, the airplane's flight was uncoordinated, and the pilot had to continuously apply left rudder to counter the right yaw; he also attempted to apply left yaw trim, but neither action resolved the issue. At this time, the pilot advised air traffic control (ATC) that he needed to return to the departure airport, and ATC cleared the pilot for a visual approach. The pilot landed the airplane; only minor damage to the left wing tip was incurred as the pilot tried to unsuccessfully correct (with the right rudder and aileron) a drift to the right after landing.

The failure of the gust lock actuator solenoid for reasons that could not be determined because postaccident examination of the rudder gust lock system revealed no mechanical malfunctions or failures that would have precluded normal operation

After the incident in Palm Springs, Embraer developed a caution CAS message "RUD GUST LOCKED" to increase the crew situational awareness by indicating that the gust lock is engaged. In normal operation, this CAS message will be displayed whenever the gust lock pin is inserted. When gust lock pin is removed and the gust lock is actually disengaged, the CAS message will go away.


Phenom 300 Runway Excursions

(1) August 6th, 2012 - Runway Excursion after unstabilized approach
CN-MBR / 50500025
SIAB (German) Report | Aviation Safety Record
Altenrhein, Switzerland
0 Fatalities

The flaps jammed at approximately 10 degrees and the FLAP FAIL warning message was displayed. The crew carried out a go-around shortly before landing. The landing gear subsequently remained extended. The flaps remained jammed for the remainder of the flight. The crew decided immediately on a second ILS approach with jammed flaps, which according to the manufacturer's information required an increased approach speed. During the approach, the crew had difficulty in reducing the airspeed to this increased approach speed. At 13:40 UTC, the aircraft subsequently touched down on the wet runway at an indicated air speed of 136 kt, approximately 290 m after the runway threshold, and could not be brought to a standstill on the remaining length of runway. The aircraft then rolled over the end of runway 10, broke through the aerodrome perimeter fence and overrun the road running perpendicular to the runway centreline, on which a public transport bus was travelling. The aircraft rolled very close behind the bus and came to a standstill in a maize field, approximately 30 m from the end of the runway. The female passenger and the two pilots were not injured in the accident. The aircraft was badly damaged.

(2) August 5th, 2013 - Runway Excursion after unstabilized approach
N327FL / 50500094
NTSB Report | NTSB Docket | Aviation Safety Record
Minneapolis, MN
0 Fatalities

The flight crew of the light jet was conducting a landing to a wet 5,000-ft-long runway. Their preflight calculations indicated an approach speed of 110 knots given the airplane's estimated landing weight. Data obtained from the flight recorder showed that, as the airplane descended through about 500 ft above ground level on final approach, its speed was 186 knots and its rate of descent was over 3,000 ft per minute. The airplane crossed the runway threshold about 158 knots, and touched down about 1,000 feet down the runway about 145 knots. The airplane subsequently departed the end of the runway, impacted obstructions, and came to rest upright on a four-lane highway about 1,000 ft beyond the runway surface. A post accident examination of the engines, airframe, and braking system revealed no evidence of mechanical malfunctions or failures that would have precluded normal operation.

(3) September 14th, 2014 - Runway excursion on wet runway (after using the Emergency Brake)
N322QS / 50500165
NTSB Report | NTSB Docket | Aviation Safety Record
Conroe, Texas
0 Fatalities

The SIC began braking with half pressure and continued to increase the brake pressure to maximum but that the airplane did not appear to be decelerating. The SIC then applied the emergency parking brake (EPB). Subsequently, the airplane began to skid along the runway, which resulted in reverted-rubber hydroplaning, thus decreasing the stopping performance, and then exited the departure end of the runway and continued about 400 ft in soft terrain before it impacted a ditch and came to a stop. If the EPB had not been engaged and airplane had maintained the braking friction level attained during the landing roll before the engagement of the EPB, it would have been able to stop on the available runway. The National Transportation Safety Board determines the probable cause(s) of this accident to be: The second-in-command's (SIC) engagement of the emergency parking brake (EPB), which decreased the airplane's braking performance and prevented it from stopping on the available runway. Contributing to the SIC's decision to engage the EPB was the lower-than-anticipated deceleration due to a wet-runway friction level that was far lower than the levels used to determine the wet-runway stopping distances in the Airplane Flight Manual (AFM) and necessitated a landing distance considerably greater than that published in the AFM.

(4) July 31st, 2015 - Runway Excursion after unstabilized approach
HZ-IBN / 50500040
AAIB Report | Aviation Safety Record
Blackbushe, England
4 Fatalities

At the end of a routine flight, the aircraft entered the visual circuit to land on Runway 25 at Blackbushe. A number of TCAS alerts occurred while flying in the circuit, and the pilot manoeuvred the aircraft until it was significantly higher and faster than normal for a visual approach. Following several TAWS alerts, the aircraft crossed the runway threshold 43 kt above the target threshold speed. The aircraft floated before touching down and overran the runway end. It collided with an earth bank, and then cars in a car park, causing the wing to separate and a fire to start. The four occupants were fatally injured. Several factors combined to create a very high workload for the pilot. This may have saturated his mental capacity, impeding his ability to handle new information and adapt his mental model, leading him to become fixated on continuing the approach.

(5) Jan 21st, 2016 - Runway excursion in icy conditions
N795W / 50500296
FAA ASIAS
Gillette, WY
0 Fatalities

After a successful landing, with an ice covered runway, the flight crew failed to adequately stop the aircraft. The aircraft went off the end of the runway on rollout approximently twenty feet. Two crew and 4 passengers were on board at the time of the incident. The airplane sustained no damage. The 6 occupants on board were not injured.

(6) Mar 1st, 2016 - Runway excursion in icy conditions
N358QS / 50500250
Aviation Safety Record
Chicago-O'Hare International Airport, IL
0 Fatalities

An Embraer EMB-505 Phenom 300 corporate jet suffered a runway excursion after landing on runway 09L at Chicago-O'Hare International Airport, Illinois. Upon landing, the aircraft overran the runway boundary and came to rest in a grassy area approximately 150 feet east of the runway 27R blast pad. The aircraft struck the west most approach lights for runway 27R and sustained minor damage to the leading edge of the wing and one landing gear door. The pilot estimated the aircraft broke out of instrument conditions 900 feet above ground level (AGL). The airport surface observation system reported that the winds were out of 350 degrees at 19 knots. The second in command (SIC), stated that the runway was winter contaminated with patchy snow and ice. Both pilots stated that they estimated that braking action was nil. When asked where the pic touched the aircraft down on the runway, the sic stated that aircraft touched down on the first third of the runway. Braking action measurements taken at 12:46 cst report an average braking value on runway 9L to be a mu value of 25 on the bowmonk airfield friction meter. A mu reading of 25 or below is the equivalent of poor braking action.
The aircraft sustained minor damage that included damage to the wing leading edges. The pilot and copilot were uninjured.

(7) July 26th, 2016 -
Runway excursion on wet runway (after using the Emergency Brake)
N362FX / 50500239
NTSB Report | NTSB Docket | Aviation Safety Record
Houston, TX
0 Fatalities

An Embraer EMB-505 airplane, N362FX, was substantially damaged during a runway excursion on landing at the Sugar Land Regional Airport (SGR), Texas. The two pilots sustained minor injuries; the sole passenger was not injured. The pilot-in-command reported that he flew an instrument landing system (ILS) approach to runway 35 and then transitioned to a visual approach. The approach and landing were normal; however, after touchdown the brakes seemed ineffective. He subsequently activated the emergency brake at which time the airplane started to slide. The airplane ultimately departed the end of the runway and encountered a small creek before coming to rest.

(8) June 1st, 2017 - Aircraft touched down short of the runway
N68TJ / 50500246
FAA ASIAS
Brandywine, PA
0 Fatalities

Aircraft touched down 11' short of the pavement of runway 27 and 250' short of the displaced threshold (total 266'). Two runway end identifier lights were broken. The landing was made by a pilot rated passenger that was not type rated in the aircraft and not part of the required crew who was occupying a front seat. The type rated current and qualified pilot in command did not intervene or attempt to correct the low approach and subsequent undershooting of the runway landing area.

Phenom 300 Taxi Excursions

(1) Jan 16th, 2018 - Taxiway excursion after landing
N358QS / 50500250
Aviation Safety Record
Bend Municipal Airport, OR
0 Fatalities

A Phenom 300 corporate jet with six people aboard suffered a taxiway excursion after landing on runway 34 at Bend Municipal Airport, Oregon, USA. The aircraft came to rest on uneven terrain past the end of the runway. Overnight rain showers and low temperatures may have played a role in the incident.

(2) Jan 18th, 2020 - Taxiway excursion after landing
​N424QS / 50500470
Aviation Safety Record
Lincoln Airport (KLNK), NE
0 Fatalities

The aircraft slid off taxiway and suffered a left gear collapsed and wingtip struck the ground while taxiing at Lincoln Airport (KLNK), Lancaster County, Nebraska. The airplane sustained minor damage and there were no reported injures.

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