What happened
The FAA’s narrative, in sentence case. The FAA writes it in capitals and removes private details.
The acft reportedly rolled into a light pole by a fuel pump just after engine shutdown, after arriving at mco and taxiing in to the ramp area to park. The acft nose radome was partially crushed from the pole impact.
Ground personnel reported the following: one of the facility line personnel had marshaled the aircraft in to a parking spot then went to retrieve tire chocks for the airplane. The crew was aware the aircraft was not chocked yet. The crew then shut down both engines and the aircraft subsequently rolled forward into the fuel station light pole.
The PIC had reportedly exited the aircraft after telling the co-pilot to hold the brakes while he went to see where the line person had gone. After exiting the aircraft, the PIC saw the line person coming around the corner and determined that he had the chocks. The pilot then turned around and saw the aircraft starting to roll. He ran towards the aircraft and yelled out "brakes!" To his co-pilot. The co-pilot reported that he continued applying brakes and also turned on the aux hydraulic pump as the airplane rolled, but the airplane kept rolling and hit the light pole.
Later inspection of the ramp area where the incident occurred revealed that the ramp has several locations that are gradually sloped toward drainage grates built into the concrete surface of the ramp. The slope angle averaged 1 degree or less in these areas.
According to Cessna / Textron, the hydraulic brakes on the CE-750 are powered solely by the ?a? Hydraulic system. To set the parking brake, there must be hydraulic pressure present on the ?a? System greater than approx 1,250 PSI. The hydraulic pressure necessary to operate the brakes is supplied by the following sources: (1) the LH engine driven hydraulic pump, (2) the power transfer unit (ptu) which uses pressure from the ?b? (Right engine) hydraulic system to turn a hydraulic pump that supplies pressure to the ?a? System, and/or (3) the electric auxiliary (aux) hydraulic pump.
Review of FAA aircraft registry information revealed the aircraft had been purchased and registered by the current owner on 8/2/2018, about 6 to 7 weeks before this incident.
According to FAA airman records, only the PIC was type certificated for the CE-750 at the time of this incident. The SIC subsequently obtained the CE-750 type rating on 11/08/2018.
As the FAA filed it
THE ACFT REPORTEDLY ROLLED INTO A LIGHT POLE BY A FUEL PUMP JUST AFTER ENGINE SHUTDOWN, AFTER ARRIVING AT MCO AND TAXIING IN TO THE RAMP AREA TO PARK. THE ACFT NOSE RADOME WAS PARTIALLY CRUSHED FROM THE POLE IMPACT.
GROUND PERSONNEL REPORTED THE FOLLOWING: ONE OF THE FACILITY LINE PERSONNEL HAD MARSHALED THE AIRCRAFT IN TO A PARKING SPOT THEN WENT TO RETRIEVE TIRE CHOCKS FOR THE AIRPLANE. THE CREW WAS AWARE THE AIRCRAFT WAS NOT CHOCKED YET. THE CREW THEN SHUT DOWN BOTH ENGINES AND THE AIRCRAFT SUBSEQUENTLY ROLLED FORWARD INTO THE FUEL STATION LIGHT POLE.
THE PIC HAD REPORTEDLY EXITED THE AIRCRAFT AFTER TELLING THE CO-PILOT TO HOLD THE BRAKES WHILE HE WENT TO SEE WHERE THE LINE PERSON HAD GONE. AFTER EXITING THE AIRCRAFT, THE PIC SAW THE LINE PERSON COMING AROUND THE CORNER AND DETERMINED THAT HE HAD THE CHOCKS. THE PILOT THEN TURNED AROUND AND SAW THE AIRCRAFT STARTING TO ROLL. HE RAN TOWARDS THE AIRCRAFT AND YELLED OUT "BRAKES!" TO HIS CO-PILOT. THE CO-PILOT REPORTED THAT HE CONTINUED APPLYING BRAKES AND ALSO TURNED ON THE AUX HYDRAULIC PUMP AS THE AIRPLANE ROLLED, BUT THE AIRPLANE KEPT ROLLING AND HIT THE LIGHT POLE.
LATER INSPECTION OF THE RAMP AREA WHERE THE INCIDENT OCCURRED REVEALED THAT THE RAMP HAS SEVERAL LOCATIONS THAT ARE GRADUALLY SLOPED TOWARD DRAINAGE GRATES BUILT INTO THE CONCRETE SURFACE OF THE RAMP. THE SLOPE ANGLE AVERAGED 1 DEGREE OR LESS IN THESE AREAS.
ACCORDING TO CESSNA / TEXTRON, THE HYDRAULIC BRAKES ON THE CE-750 ARE POWERED SOLELY BY THE ?A? HYDRAULIC SYSTEM. TO SET THE PARKING BRAKE, THERE MUST BE HYDRAULIC PRESSURE PRESENT ON THE ?A? SYSTEM GREATER THAN APPROX 1,250 PSI. THE HYDRAULIC PRESSURE NECESSARY TO OPERATE THE BRAKES IS SUPPLIED BY THE FOLLOWING SOURCES: (1) THE LH ENGINE DRIVEN HYDRAULIC PUMP, (2) THE POWER TRANSFER UNIT (PTU) WHICH USES PRESSURE FROM THE ?B? (RIGHT ENGINE) HYDRAULIC SYSTEM TO TURN A HYDRAULIC PUMP THAT SUPPLIES PRESSURE TO THE ?A? SYSTEM, AND/OR (3) THE ELECTRIC AUXILIARY (AUX) HYDRAULIC PUMP.
REVIEW OF FAA AIRCRAFT REGISTRY INFORMATION REVEALED THE AIRCRAFT HAD BEEN PURCHASED AND REGISTERED BY THE CURRENT OWNER ON 8/2/2018, ABOUT 6 TO 7 WEEKS BEFORE THIS INCIDENT.
ACCORDING TO FAA AIRMAN RECORDS, ONLY THE PIC WAS TYPE CERTIFICATED FOR THE CE-750 AT THE TIME OF THIS INCIDENT. THE SIC SUBSEQUENTLY OBTAINED THE CE-750 TYPE RATING ON 11/08/2018.