Cessna Citation 550 | N257BW

DTSB: The DTSB determines the Probable Cause of this accident to be pilot error, in that the accident pilot fully fueled the aircraft, making an overweight takeoff without a required qualified Second in Command pilot on board. There was no insurance on the aircraft of any kind. The aircraft is likely to have encountered reduced thrust in the right engine, as discussed on the CVR between the pilot and the rear seat passenger. From the NTSB report: “During takeoff roll, the rear passenger commented that the left engine was producing more power than the right and indicated there may have been a faulty gauge.” There was further discussion of engine problems shortly after: “The pilot initiated a climb, and shortly after, the rear passenger noted a difference between the left and right engine interstage turbine temperature (ITT) indications”, indicative of a right engine thrust problem. Numerous other cockpit electrical problems ensued consistent with a single generator, single engine operation, although a total loss of engine power was never discussed in flight. After takeoff, the accident aircraft attempted to remain VFR and attempted to reach ATC. The accident pilot flew to the west of the airport with left turns and then set a direct course back to the field, apparently hoping to visually see the approach to runway 10, but did end up too high and too fast to land. The accident pilot then turned slightly right and entered a very low left downwind approach to runway 28 at less than 300 feet AGL. Due to the extremely low and close in downwind leg, the accident pilot elected to place the landing gear down, and added full flaps in order to provide lift as he over shot the extended centerline of runway 28. This placed the aircraft too far out, and with too much drag to make it to the runway with full flaps. The book value Vref should have been 132 knots at the flaps APP setting, however the accident pilot likely ended up either single engine or partial power, with full flaps, and speed significantly below Vref, whereupon the aircraft simply ran out of energy on very short final. The impact wreckage was nearly 1800 feet long, and the first point of contact was an approach light stand. The aircraft remained at firewall power on one engine as it ingested tree limbs and debris. The accident aircraft had departed runway 10 for a planned IFR flight to Sarasota, Florida at 32,000 feet, with 2 crew and 5 passengers. The aircraft was operated over the max gross takeoff weight of 14,500 pounds due to trip length, cargo being carried, extra luggage, and fuel required. After takeoff the accident pilots son reported an engine problem as “rough engine” and that he was “coming back for 28.” The accident aircraft impacted terrain wings level and substantially below Vref for that weight and slid thru a golf course, across a road, and thru the airport boundary fence, coming to rest on the runway but facing the opposite direction. The impact was observed by numerous witnesses as full flaps and gear down before impact, and the flaps were observed to be in the full down position during the daylight inspection of the scene. The accident pilot pilot held a citation type rating, but did not hold an FAA single pilot exemption required in order to make this trip with his son in the right seat. The right seat pilot was the accident pilot’s son and did not possess a multi engine certification of any kind. The accident pilot’s son was the voice heard and recorded on the departure Unicom frequency. The Probable Cause of this accident is pilot error, and a chain of improper decisions which started days before the accident. The baggage door did not depart the aircraft in flight, as erroneously reported by media.

NTSB: NONE

DTSB: The DTSB recommends that all pilots of all aircraft rehearse and condition themselves to be fully prepared for this AQP scenario, and that all pilots fly wings level to a safe altitude after encountering a loss of thrust or a reduction of thrust after lift off. The goal is to achieve safe single engine flight in clean configuration at a safe altitude, where auto pilot can be used, checklists completed, and a safe plan of action can be determined regarding where to land.

NTSB: NONE