# NTSB CEN10CA301: Cessna 421B, N421KB, Anderson, IN, June 4, 2010 - Type: NTSB accident investigation - Classification: Accident · No injuries · Data collection · Final report - Date: June 4, 2010, 15:12 local (19:12 UTC) - Place: Anderson, IN - Coordinates: 40.108612, -85.613052 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=40.1086&lon=-85.6131&mi=10 - Phase of flight: [Takeoff](https://openairdocs.org/ntsb-phases/300) (OpenAirDocs' grouping) - Defining event: [Takeoff-rejected takeoff: Runway excursion](https://openairdocs.org/ntsb-events/300) - Highest injury: No injuries - Injuries: 1 uninjured - Status: Completed, report December 20, 2010 - Report: Approved by Office Director - NTSB office: Central Region - Parties: Federal Aviation Administration, Indianapolis FSDO - NTSB case key (mKey): 76226 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=CEN10CA301 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/76226/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=76226 - Page: https://openairdocs.org/ntsb/CEN10CA301 ## Probable cause The pilot’s failure to establish proper rotation and liftoff speed during the takeoff roll. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Performance/control parameters: airspeed](https://openairdocs.org/ntsb-findings/01062010): Aircraft › Aircraft oper/perf/capability · Not attained/maintained (probable cause); cases with it: [Cessna 421B, 3 cases](https://openairdocs.org/ntsb-findings/01062010/cases.md?model=2076014), [All aircraft, 1,681 cases](https://openairdocs.org/ntsb-findings/01062010/cases.md) - [Aircraft capability: takeoff distance](https://openairdocs.org/ntsb-findings/01061025): Aircraft › Aircraft oper/perf/capability · Not attained/maintained (probable cause); cases with it: [Cessna 421B, 1 case](https://openairdocs.org/ntsb-findings/01061025/cases.md?model=2076014), [All aircraft, 67 cases](https://openairdocs.org/ntsb-findings/01061025/cases.md) - [Planning/preparation: performance calculations](https://openairdocs.org/ntsb-findings/02061010): Personnel issues › Task performance · Pilot (probable cause); cases with it: [Cessna 421B, 1 case](https://openairdocs.org/ntsb-findings/02061010/cases.md?model=2076014), [All aircraft, 114 cases](https://openairdocs.org/ntsb-findings/02061010/cases.md) - [Use of equip/info: use of equip/system](https://openairdocs.org/ntsb-findings/02063015): Personnel issues › Task performance · Pilot (probable cause); cases with it: [Cessna 421B, 4 cases](https://openairdocs.org/ntsb-findings/02063015/cases.md?model=2076014), [All aircraft, 1,391 cases](https://openairdocs.org/ntsb-findings/02063015/cases.md) - [Landing gear system](https://openairdocs.org/ntsb-findings/01023200): Aircraft › Aircraft systems · Capability exceeded; cases with it: [Cessna 421B, 1 case](https://openairdocs.org/ntsb-findings/01023200/cases.md?model=2076014), [All aircraft, 113 cases](https://openairdocs.org/ntsb-findings/01023200/cases.md) - [Knowledge: knowledge of equipment](https://openairdocs.org/ntsb-findings/02032015): Personnel issues › Experience/knowledge · Pilot (probable cause); cases with it: [Cessna 421B, 1 case](https://openairdocs.org/ntsb-findings/02032015/cases.md?model=2076014), [All aircraft, 69 cases](https://openairdocs.org/ntsb-findings/02032015/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Takeoff-rejected takeoff: Runway excursion](https://openairdocs.org/ntsb-events/300) (defining event); cases with it: [Cessna 421B, 6 cases](https://openairdocs.org/ntsb-events/300/sequence.md?model=2076014), [All aircraft, 3,643 cases](https://openairdocs.org/ntsb-events/300/sequence.md) - [Takeoff-rejected takeoff: Landing gear collapse](https://openairdocs.org/ntsb-events/094); cases with it: [Cessna 421B, 7 cases](https://openairdocs.org/ntsb-events/094/sequence.md?model=2076014), [All aircraft, 1,787 cases](https://openairdocs.org/ntsb-events/094/sequence.md) ## Analysis The pilot reported that he did not identify any anomalies during his before takeoff engine run-up. After the successful engine run-up, he selected 15 degrees of flaps and set the pitch trim for takeoff. After receiving a takeoff clearance he taxied the airplane onto the runway, aligning with the runway centerline with 3,300 feet of runway remaining. Before commencing the takeoff roll, he held the brakes as he increased engine power to achieve maximum takeoff power. The takeoff roll was unremarkable until reaching 90 knots, when he attempted to rotate for liftoff. According to the pilot, aft movement on the control column did not result in the airplane becoming airborne. The pilot decided to abort the takeoff when the airplane had reached 100 knots and had not become airborne after passing the halfway point on the runway. He retarded the engine throttles and applied maximum braking, but the airplane was unable to stop before the end of the runway. The main landing gear collapsed during the overrun, damaging the left wing and fuselage primary structure. A postaccident inspection of the runway revealed heavy tire skid markings, consistent with heavy braking, which began 900 feet from the departure threshold. These heavy tire skid markings continued until the airplane exited the runway surface. The airplane came to rest on its lower fuselage structure, approximately 100 feet west of the extended centerline and about 250 feet from the departure threshold. The pilot reported that there were no preimpact mechanical malfunctions or failures that would have precluded normal operation of the airplane. Additionally, postaccident inspection did not reveal any anomalies that would have prevented the normal operation of the airplane or its engines. Based on available airport and weather information, the airplane’s pilot operating handbook (POH) indicated that the normal takeoff ground roll at a takeoff weight of 6,400 pounds, without flaps and without a headwind, was about 2,160 feet. The accelerate-stop distance under the same conditions was about 3,600 feet. The POH listed the rotation speed as 115 mph (100 knots) and that normal liftoff was achieved at 120 mph (104 knots). The handbook did not provide performance data for a 15-degree flap takeoff. ## Factual narrative The pilot reported that he did not identify any anomalies during his before takeoff engine run-up. After the successful engine run-up, he selected 15-degrees of flaps and set the pitch trim for takeoff. After receiving a takeoff clearance he taxied the airplane onto the runway, aligning with the runway centerline with 3,300 feet of runway remaining. Before commencing the takeoff roll, he held the brakes as he increased engine power to achieve maximum takeoff power. The takeoff roll was unremarkable until reaching 90 knots when he attempted to rotate for liftoff. According to the pilot, aft movement on the control column did not result in the airplane becoming airborne. The pilot decided to abort the takeoff when the airplane had reached 100 knots and had not become airborne after passing halfway point on the runway. He retarded the engine throttles and applied maximum braking, but the airplane was unable to stop before the end of the runway. The main landing gear collapsed during the overrun, damaging the left wing and fuselage primary structure. A postaccident inspection of the runway revealed heavy tire skid markings, consistent with heavy braking, which began 900 feet from the departure threshold. These heavy tire skid markings continued until the airplane exited the runway surface. The airplane came to rest on its lower fuselage structure, approximately 100 feet west of the extended centerline and about 250 feet from the departure threshold. The pilot reported that there were no preimpact mechanical malfunctions or failures that would have precluded normal operation of the airplane. Additionally, a postaccident inspection did not reveal any anomalies that would have prevented the normal operation of the airplane or its engines. Based on available airport and weather information, the airplane’s pilot operating handbook (POH) indicated that the normal takeoff ground roll at a takeoff weight of 6,400 pounds, without flaps and without a headwind, was about 2,160 feet. The accelerate-stop distance under the same conditions was about 3,600 feet. The POH listed the rotation speed as 115 mph (100 knots) and that normal liftoff was achieved at 120 mph (104 knots). The handbook did not provide performance data for a 15-degree flap takeoff. ## Aircraft - Registration: [N421KB](https://openairdocs.org/deregistered/N421KB-2017-07-07), registration cancelled 2017-07-07, S/N 421B0432, built 2000 (OpenAirDocs) - Reported make and model: CESSNA 421B - Registry model: [Cessna 421B](https://openairdocs.org/model/cessna-421b) (registry code 2076014) (OpenAirDocs) - Registry engine: [Amateur-built UNKNOWN ENG](https://openairdocs.org/engine/amateur-built-unknown-eng) (registry code 99999) (OpenAirDocs) - Category: Airplane - Serial number: 421B0432 - Airframe hours: 5172 - Engines: Teledyne Continental Motors GTSIO-520-H 375 horsepower reciprocating; Teledyne Continental Motors GTSIO-520-H 375 horsepower reciprocating - Damage: Substantial damage - Flight: Positioning, Part 91 - Operator: Great Lakes Aviation Inc. - Registered owner: Great Lakes Aviation Inc. - Airworthiness certificate: Standard, Normal - Last inspection: Annual, September 8, 2009 - Departed: KAID, Anderson, IN - Destination: KVPZ, Valparaiso, IN - Airport: KAID, Anderson Municipal Airport, runway 18, 3,400 × 75 ft, asphalt ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 68; injuries: none; flight instructor, commercial; airplane ratings: single-engine land, multi-engine land; instrument ratings: airplane; medical: class 3, without waivers/limitations; last flight review July 11, 2009; seat: left; flight hours: 3,679 total, 27 in this make and model, 3,453 as pilot in command, 34 in the last 90 days, 11 in the last 30 days, 1 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 220° at 7 knots, gusting 16 - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 84 °F, dew point 64 °F - Altimeter: 29.78 inHg - Observed at: KAID ## 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 20100604034959A](https://openairdocs.org/incident/20100604034959A), Jun 4, 2010: Cessna 421B, Anderson, IN, Substantial damage. This runway excursion was preceded by a loss of directional control after an unsatisfactory attempt at a rejected takeoff. The pilot holds a commercial… ## Docket (2 files) The files NTSB released with the investigation on September 8, 2010, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=76226. 1.0 MB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 693 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40335675&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Redacted.PDF - Takeoff Performance Data (item 2, .PDF, 332 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40335676&FileExtension=.PDF&FileName=Takeoff%20Performance%20Data-Master.PDF 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.