Gulfstream IV / G350 / G450
Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Flight Crew Last 90 Days 42; Flight Crew Total 13000; Flight Crew Type 1087
Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR; Ground Incursion Runway
General None Reported / Taken
Airport; Environment - Non Weather Related; Human Factors
Aircraft X was in the final phase of flight into ZZZ with myself and [my First Officer]. We had departed from ZZZ1 on an IFR flight plan. We had the airport in sight and had set up for a right base for runway XX into ZZZ working with Center. We switched over to CTAF at ZZZ and announced our intentions to land on runway XX at ZZZ after obtaining the one minute weather. The weather showed that the wind was favoring runway XX and we think that the wind was 320/5 knots. The weather was no ceiling and visibility was unrestricted.Running our standard checklist; we had the aircraft configured with flaps 20 and were on right base preparing for gear down when someone came on CTAF and advised that there was an aircraft that had landed with his gear up and the aircraft was on the runway. [My First Officer] and I kept the aircraft configured with the gear up and flaps 20 degrees; announced that we were going to proceed to fly over the airport to gather information on the situation at the airport. I was the pilot monitoring and told [my First Officer] that I was going to recheck the one minute weather. There was no mention of any situation listed on the AWOS.[We] orbited the airport for 20 minutes (estimated) and worked with the airport ops that were on [CTAF] to assess what we would be able to do safely.After conversations with the airport ops and looking at all of the landing options; [we] determined that runway XX was the best option for landing. We ran the numbers on our FMS and the landing distance required was 2811 feet. We determined as a team that the downed aircraft was at the 5000 foot mark of runway XX. We asked airport ops what direction the downed aircraft had landed on and they confirmed that the aircraft had landed on runway XY and that there was no FOD for 5000 feet on runway XX. I was running the radios and confirmed with both airport ops and the van from [the FBO] (he was also on [CTAF] and was at the scene with airport ops) that all vehicles were clear of the downed aircraft and that everyone was clear of runway XX. [We] proceeded with the plan of landing on runway XX and turning off at X1. We had also briefed that if something did not look safe that we would go around and go to ZZZ1. We set up on a left downwind and continued to communicate with ops. Ops stated that 'landing would be at our own risk' and we acknowledged that we understood.[We] landed our aircraft in less distance than we had computed and turned off at X1 communicating with airport ops and offering any assistance that we could.[We] both felt that we handled the situation with safety in mind and after reviewing the FAR's; we can't find anything that says that we did not operate with safety in mind any way. We are filing this so we can learn from it and make sure that we and other pilots have the knowledge and tools to improve in the event that we are faced with a similar situation in the future.
I was PIC of a G4 on a private flight to ZZZ. Weather was [VMC] and we canceled our IFR flight plan after descending out of 18;000 ft and continued to ZZZ VFR.ZZZ tower was closed at this time and; after receiving the AWOS; we set up for a right base entry to land on runway XX.After making our standard radio calls; we received a call from a controller who was still in the tower cab (not controlling) notifying us that there had been a crash on the airport and that the runway may be obstructed.We were able to contact the Airport Operations personnel on the CTAF frequency; who attend the airport when the tower is closed; and ascertained the exact location of a downed [aircraft]. It had come to rest at the apex of the intersecting runways YY and XX.We circled the airport; at pattern altitude; while considering a course of action.After receiving assurance from Airport Ops that the aircraft and debris was contained to the last 900-1000 feet of runway XX; and calculating that our required landing distance was less than half the length of runway XX; we determined that we could safely land and hold short on the first half of runway XX with no risk to our aircraft or the downed aircraft at the end of the runway.As an added precaution we asked; and were assured by airport operations; that all personnel and equipment were clear of runway XX.Airport ops advised we would be landing at our own discretion.We successfully landed on the first half of runway XX and cleared the runway at the mid-field taxiway approximately 2000 feet prior to the accident scene.I do not believe we caused any risk to either our aircraft or to the crashed aircraft or personnel on the field.The airport was then NOTAM'd closed 30 min after our arrival.
G-IV flight crew reported landing on a runway that had a damaged aircraft still on it.