# NTSB ATL05FA061: Canadair CL-600, N660RM, Tupelo, MS, March 9, 2005 - Type: NTSB accident investigation - Classification: Accident · No injuries · Field investigation · Final report - Date: March 9, 2005, 13:12 local (19:12 UTC) - Place: Tupelo, MS - Coordinates: 34.269165, -88.771942 - Nearby events: https://openairdocs.org/map.md?lat=34.2692&lon=-88.7719&mi=10 - Phase of flight: [Takeoff](https://openairdocs.org/ntsb-phases/300) (OpenAirDocs' grouping) - Highest injury: No injuries - Injuries: 7 uninjured - Status: Completed, report October 27, 2005 - Report: Approved by Office Director - Parties: Transport Canada, Jackson FSDO-07, Bombardier Aerospace - NTSB case key (mKey): 61136 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ATL05FA061 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/61136/pdf - Page: https://openairdocs.org/ntsb/ATL05FA061 ## Probable cause The inadequate design of the microphone jack assembly Supplemental Type Certificate by production design personnel resulting in the aft restriction of the control column at rotation airspeed, aborted takeoff, and collapse of the nose gear on the overrun. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Overrun, takeoff - aborted - maintenance,modification - inadequate, production/design personnel (cause) - flt control syst,yoke/control stick - restricted - acft/equip,inadequate design (cause) - abort above v1 - attempted, pilot in command - On ground/water encounter with terrain/water, takeoff - aborted - terrain condition - ground - Nose gear collapsed, takeoff - aborted - landing gear,nose gear - overload ## Analysis The pilot (PIC) stated they were cleared for takeoff from runway 36. The airplane reached V1 (128 knots) and VR (134 knots) and the PIC attempted to rotate the airplane with the control column. The control column would not move aft from the neutral position. The forward movement of the control column was normal. The aft movement beyond the neutral position felt as if it was locked against a stop. The airplane was about 4,000 feet down the runway between 140 to 145 knots. No enunciator’s lights were illuminated. The PIC commanded the abort, extended the spoilers, applied maximum braking, and maximum reverse thrust, and maintained centerline down the runway. The airplane went off the end of the runway and the nose wheel collapsed in the mud. Review of the airplane log books revealed a Dual Baker M1045 Cockpit Audio System had been installed on the airplane in accordance with Supplemental Type Certificate Number SA 4900SW in 1984. Examination of the airplane revealed when the control column was pulled aft that the handheld microphone audio jack assembly attached to the co-pilot's control column was bent downward and the audio jack assembly came in contact with the control column cover preventing aft movement of the control column. A new Airworthiness Directive was issued requiring the modification of the microphone jack assembly, revision of the airplane flight manual to require repetitive visual checks of the microphone jack assemblies on both control columns to detect damage that may interfere with the movement of the control column. ## Factual narrative HISTORY OF FLIGHT On March 9, 2005, at 1312 central standard time, a Canadair CL-600, N660RM, registered to Romeo Mike Aviation Company Inc., operating as a 14 CFR Part 91 business flight, nose gear collapsed during an aborted takeoff from runway 36 and went off the departure end of the runway. Visual meteorological conditions prevailed and an instrument flight rules flight plan was filed. The airplane received substantial damage. The airline transport rated pilot-in-command, (PIC) airline transport rated co-pilot, and five passengers reported no injuries. The flight was departing Tupelo Regional Airport, Tupelo, Mississippi, en route to Teterboro, New Jersey on March 9, 2005. The PIC stated they were cleared for takeoff from runway 36. The flaps were set at 20-degrees and the trim was set for takeoff. The PIC advanced the thrust levers to 93 percent N1 and started the takeoff roll. The takeoff run and acceleration were normal. The airplane reached V1 (128 knots) and VR (134 knots) and the PIC attempted to rotate the airplane with the control column. The control column would not move aft from the neutral position. The forward movement of the control column was normal. The aft movement beyond the neutral position felt as if it was locked against a stop. The airplane was about 4,000 feet down the runway between 140 to 145 knots. No enunciator’s lights were illuminated. The PIC commanded the abort, extended the spoilers, applied maximum braking, and maximum reverse thrust, and maintained centerline down the runway. After the abort was initiated the PIC stated he continued to apply rearward pressure on the control column and he was not sure if he felt or heard a "crunch." He further stated, something may have given and the control column may have moved aft of the neutral position. The PIC stated the "crunch" was felt or heard after or at the abort procedure. The noise or the crunch may have come from below the flight deck. The airplane went off the end of the runway and the nose wheel collapsed in the mud. PERSONNEL INFORMATION Review of information on file with the FAA Airman's Certification Division, Oklahoma City, Oklahoma, revealed the PIC was issued an airline transport pilot rating on September 12, 2004, with ratings for airplane single engine land, airplane single engine sea, airplane multiengine land and instrument airplane. The PIC is type rated in the CE-500, CE-525S, CL-600, DA-10, DA-20, HS-125 and Lear Jet. In addition the pilot was issued a flight instructor certificate on September 5, 2004, with ratings for airplane single engine land, and airplane multiengine land. The PIC was type rated in the CL-600 on September 9, 2004. The pilot stated he has 6,157 hours of which 98.7 hours are in the CL-600. The PIC was issued a proficiency certificate on September 12, 2004 for the CL-600 by FLYITS.COM. The PIC holds a mechanic certificate with ratings for airframe and power plant issued on May 13, 1999. The PIC holds a first class medical certificate issued on September 9, 2004 with no restrictions. Review of information on file with the FAA Airman's Certification Division, Oklahoma City, Oklahoma, revealed the airline transport rated co-pilot, was issued an airline transport pilot certificate on June 17, 2002, with ratings for airplane single engine land, airplane multiengine land, and instrument rating. The co-pilot was issued a flight instructor certificate with ratings for airplane single engine land, airplane multiengine land and instrument airplane May 30, 2003. The co-pilot holds a ground instructor certificate with ratings for advanced and instrument issued on June 5, 2000. The co-pilot is not type rated in the CL-600. The co-pilot stated he has 3,600 hours of which 10.2 hours are in the CL-600. The co-pilot holds a first class medical issued on February 1, 2005, with the limitation, "must wear corrective lenses." The co-pilot's last biennial flight review was conducted 9 months before the accident. AIRCRAFT INFORMATION Review of aircraft maintenance records revealed the last 12 month and 24 month inspection was conducted on March 5, 2005. The maintenance log revealed no maintenance had been performed on the flight control system since the 12 or 24-month inspection. During the 12 and 24-month inspection the following flight control related time limit maintenance checks (TLMC) were completed: TLMC 55-10-00-202,TLMC 55-10-11-205, TLMC 55-30-00-208, TLMC 55-50-00-210 and TLMC 55-50-00-212. The airframe has 8054 hours and the airplane has flown 6.1 hours since the March 5, 2005, inspection. The airplane was topped off with 1,588 pounds of Jet "A" fuel on March 9, 2005, with prist before the airplane departed on the accident flight. There is no record that Honeywell Service Bulletin 4015373-22-A0008 dated January 20, 2005, or Challenger Service Bulletin 600-0728 dated February 16, 2005 had been completed. Review of weight balance information for the flight revealed the maximum ramp weight for the CL-600 is 41,400 pounds The ramp weight for the flight was 40,610.64 pounds. The arm was 504.0 and the moment was 20467.13. The percent of MAC is 17.2. The maximum permissible takeoff weight is 41,250 pounds. The computed takeoff weight was 40,310.64 pounds. The arm was 504.0 and the moment was 20317.13. The percent of MAC is 17.3. The CG range at takeoff weight is 16 percent of MAC to 26.5 percent of MAC. METEOROLOGICAL INFORMATION The nearest weather reporting facility at the time of the incident was Tupelo, Mississippi. The 1317 surface weather observation was: few clouds 800 feet, 1,400 overcast, visibility 5 miles with light rain, temperature 43 degrees Fahrenheit, dew point temperature 37 degrees Fahrenheit, wind variable at 4 knots, and altimeter 29.95. WRECKAGE AND IMPACT INFORMATION The airplane departed the departure end of runway 36, 19 feet 2 inches left of the runway centerline. The left and right main landing gear tracks were present in the muddy grassy area for 109 feet 3 inches past the departure end of the runway. The nose wheel tracks were present for 46 feet 9 inches down the ground track. The nose wheel marks began again 60 feet 6 inches down the ground track and ended 63 feet 3 inches down the ground track. The nose wheel marks began again 68 feet 3 inches down the ground track and ended 74 feet 3 inches down the ground track. The airplane came to rest in a nose down attitude 135 feet down the ground track on a heading of 350-degrees magnetic. Examination of the airplane revealed the nose landing gear assembly and wheels were pushed aft and rotated on the nose landing gear main fitting attachment point and penetrated the bottom side of the fuselage aft of the nose gear bay. The nose landing gear wheels and assembly were embedded inside the under cockpit avionics bay. The nose landing gear drag brace separated from the drag brace fuselage attachment points. The left and right nose gear doors were damaged. The nose landing gear doors were released by the investigation team by activation of the internal manual nose landing gear door release handle. The nose landing gear retraction actuator separated from the aft nose landing gear strut attachment point. The nose landing gear doors push/pull rods were intact. Mud and debris was present inside the gear well. The landing gear retract hydraulic lines were separated from the landing gear retract actuator. The right drag brace attachment point on the fuselage was fractured. The lower two stiffeners on the left side of the nose gear wheel well were bent downward. The No. 3 hydraulic nose gear up pressure line supporting bracket was separated from the nose landing gear wheel well top structure. The nose gear strut and wheel assembly were intact. There was no evidence of hydraulic fluid loss in the nose gear-landing strut. The lower fuselage skin just aft of the nose gear bay was separated and pushed inward into the avionics bay by the n ## Aircraft - Registration: N660RM (not matched to a registry record) - Reported make and model: Canadair CL-600 - Category: Airplane - Serial number: 1054 - Airframe hours: 8054 - Engines: Lycoming ALF502L2C 7500 lbs thrust turbo fan - Damage: Substantial damage - Flight: Business, Part 91 - Registered owner: Romeo Mike Aviation LLC - Airworthiness certificate: Standard, Transport - Last inspection: Continuous airworthiness, March 5, 2005, 6.1 hours before - Departed: TUP, Tupelo, MS - Destination: TEB, Teterboro, NJ - Flight plan: IFR - Airport: TUP, Tupelo Regional Airport, runway 36, 6,500 × 100 ft, asphalt ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 41; injuries: none; flight instructor, airline transport; airplane ratings: single-engine land, multi-engine land; instrument ratings: airplane; medical: class 1; last flight review September 12, 2004; seat: left; flight hours: 6,157 total, 99 in this make and model, 5,342 as pilot in command, 51 in the last 90 days, 13 in the last 30 days, 7 in the last 24 hours - Co-pilot; age 30; injuries: none; airline transport, flight instructor, commercial; airplane ratings: single-engine land, multi-engine land; instrument ratings: airplane; medical: class 1, valid medical--w/ waivers/lim; seat: right; flight hours: 3,600 total, 10 in this make and model, 2,172 as pilot in command, 143 in the last 90 days, 58 in the last 30 days ## Weather - Conditions: Visual (VMC), Day - Wind: variable at 4 knots - Visibility: 5 statute miles - Lowest ceiling: 1,400 ft overcast - Temperature: 43 °F, dew point 37 °F - Altimeter: 29.95 inHg - Observed at: TUP ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 20050309003349A](https://openairdocs.org/incident/20050309003349A), Mar 9, 2005: Cndair CL6001A11, Tupelo, MS, Substantial damage. (-23) The pilot and copilot control column contained a microphone plug next to the control column base. The microphone jack receptacle was bent to 90 degrees… From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.