# NTSB CHI07FA187: Cessna 500, N771HR, Conway, AR, June 30, 2007 - Type: NTSB accident investigation - Classification: Accident · Fatal · Field investigation · Final report - Date: June 30, 2007, 14:50 local (19:50 UTC) - Place: Conway, AR - Coordinates: 35.08139, -92.433052 - Nearby events: https://openairdocs.org/map.md?lat=35.0814&lon=-92.4331&mi=10 - Phase of flight: [Landing](https://openairdocs.org/ntsb-phases/550) (OpenAirDocs' grouping) - Highest injury: Fatal - Injuries: 2 fatal, 1 minor; on the ground: 1 fatal - Status: Completed, report September 10, 2009 - Report: Approved by Office Director - Parties: Pratt & Whitney Canada, Cessna Aircraft Company, Federal Aviation Administration - Little Rock FSDO - NTSB case key (mKey): 66115 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=CHI07FA187 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/66115/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=66115 - Page: https://openairdocs.org/ntsb/CHI07FA187 ## Probable cause The pilot's failure to fly a stabilized approach and his delayed decision to abort the landing. Contributing to the accident was the standing water on the runway. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - In flight collision with object, landing - aborted - airspeed(vref) - exceeded, pilot in command (cause) - aborted landing - delayed, pilot in command (cause) - airport facilities,runway/landing area condition - other (contributing factor) - terrain condition - wet (contributing factor) - object - wall/barricade - object - fence - object - residence - Fire/explosion, other ## Analysis The twin-engine turbojet airplane was attempting to land on a runway with standing water when the accident occurred. Before the landing attempt, the pilot was told that the runway was wet from a recent rain shower. Witnesses reported seeing the airplane on the runway traveling at a high speed and then increase engine power to abort the landing with about 1/4 of the runway remaining. The surviving passenger reported that the runway was "soaked and shiny with water." He stated that the airplane landed hard and fishtailed during the landing roll. During the aborted landing the airplane impacted a jet-blast deflector located off the departure end of the runway. The airplane then proceeded through the airport perimeter fence and impacted a residential structure before coming to a stop. The airplane and residential structure were destroyed during a postaccident fire. An examination of the airframe and engines did not reveal any anomalies associated with a preimpact failure or malfunction. The airplane was not equipped with thrust reversers or an anti-skid braking system. Radar track data analysis indicated that when the airplane was about 1/4 mile from the end of the runway it was approximately 16 knots above its target landing reference speed (Vref) and had a descent rate of 1,150 feet per minute. The runway was 4,875 feet long. The calculated landing distance for a runway with standing water is 4,789 feet. ## Factual narrative HISTORY OF FLIGHT On June 30, 2007, at 1450 central daylight time (cdt), a 1974 Cessna model 500 (Citation), N771HR, piloted by a commercial pilot, was destroyed during a post-impact fire after colliding with a jet-blast deflector, airport perimeter fence, and residential structure during an aborted landing from runway 26 (4,875 feet by 100 feet, asphalt) at Dennis F. Cantrell Field Airport (KCWS), Conway, Arkansas. Visual meteorological conditions prevailed at the time of the accident. The personal flight was operating under the provisions of 14 Code of Federal Regulations Part 91 while on an instrument flight rules flight plan. The pilot was fatally injured and his passenger sustained minor injuries. An individual located in the residential structure was fatally injured. The flight departed Kickapoo Downtown Airport (T47), Wichita Falls, Texas, at 1337 cdt. At 1130 cdt, the pilot contacted Lockheed Martin Automated Flight Service Station (AFSS) to file an instrument flight plan and to obtain a weather briefing. The planned route of flight was from T47 direct to the Ardmore VHF Omni-directional Range/Tactical Air Navigation (VORTAC) and then direct KCWS. The planned en route time was 1 hour 15 minutes. The briefer and the pilot then discussed an area of convective rain showers that affected the planned route of flight, the current weather conditions at the departure and destination airports, and the forecasted weather conditions along the route of flight and at the destination airport. At 1337 cdt, the pilot contacted Fort Worth Air Route Traffic Control Center (ARTCC) after departing from T47. The pilot was cleared to KCWS as previously filed and to climb to 23,000 feet. At 1345 cdt, the pilot was cleared to 27,000 feet. At 1402 cdt, the pilot was rerouted to fly direct to the McAlester VORTAC and then direct KCWS to avoid an area of adverse weather. At 1411 cdt, the controller told the pilot of an area of moderate to heavy precipitation to the east of the airplane's position and that the planned route of flight would pass between two precipitation cells. At 1412 cdt, the pilot contacted Memphis ARTCC and was subsequently cleared to descend at pilot's discretion to 24,000 feet. The pilot acknowledged the descent clearance and requested to deviate to the right to avoid some weather. At 1425 cdt, the pilot was cleared to descend to 17,000 feet and was issued the current altimeter setting for the Adams Field Airport (KLIT), Little Rock, Arkansas. At 1430 cdt, the pilot was cleared to descend to 5,000 feet. At 1438 cdt, the pilot contacted Little Rock Approach Control and was told to expect a visual approach into KCWS. At 1439 cdt, the pilot was cleared to descend to 3,000 feet and was told to report when he had the airport in sight. At 1444 cdt, the pilot advised that KCWS was 6 miles at his 12 o'clock position. The controller cleared the flight for a visual approach into KCWS and told the pilot to cancel his flight plan either in the air or when on the ground. There were no additional communications between the pilot and air traffic control. A witness to the accident was working at the fixed base operator (FBO) located on the airport. He responded to the pilot's radio call for an airport advisory on the CTAF. He told the pilot that the winds were out of the west between 5 and 10 knots, surface visibility was 10 miles, and that the runway was wet from a recent rain shower. The witness did not see where the airplane touched down on the runway. He reported that the airplane "did not slow enough to stop" and then "added power at the last second, lifted the nose wheel off the ground, and struck the [jet-blast deflector]" located at the end of runway. He stated that there was a "big ball of orange flames and black smoke" upon impact with the residential structure located off the end of the runway. Another witness reported seeing the airplane on the runway surface approximately midfield traveling at a high rate of speed. The witness remarked that the airplane was traveling too fast in order to stop before the end of the runway. The witness then heard the airplane's engines increase in power with about 1/4 of the runway remaining. He stated that both wing flaps were extended and the nose landing gear was still on the runway. Shortly after the increase in engine power, the airplane impacted the jet-blast deflector and then the residential structure. The passenger stated that he was seated on the bench seat located on the right side of the airplane. He said that the takeoff, cruise, and descent flight phases were uneventful. He noted that the pilot was aware of a rain storm that passed over the Conway area and that he "wasted a little bit of time" to let the storm pass-by. During landing he was looking out the windows on the left side of the airplane. He noted that the runway was "soaked and shiny with water." The airplane landed with a "hard bump" and then proceeded to "fishtail" from left to right. He recalled seeing "a lot of runway pass-by" and thinking to himself that "we've gone too far." He thought the airplane must have been equipped with thrust-reversers, because he heard the sound of the engines increase while having the sensation that the airplane was still braking. He then heard the engines increase power even more before the airplane lifted off the runway and struck the jet-blast deflector. After coming to rest, he was unable to open the cabin door using the inside latch handle and resorted to kicking the door open. After getting the door open, he attempted to get the pilot out of the airplane but was unable due to the intense heat and flames. PERSONNEL INFORMATION According to Federal Aviation Administration (FAA) records, the pilot of N771HR, age 72, held a commercial pilot certificate with airplane single and multiengine land, and instrument airplane ratings. The airplane single engine land rating was limited to private pilot privileges. He was type-rated for the Cessna model 500 airplane. The pilot's last aviation medical examination was completed on July 25, 2006, when he was issued a second-class medical certificate with the limitation that he wear corrective lenses for distance vision and possess glasses for near vision. The pilot's flight logbook was not recovered during the investigation. When applying for his previous medical certificates, he reported his total flight experience and flight time completed within the past six months. As of July 25, 2006, he had 5,575 hours total flight experience and had flown 30 hours during the prior six months. Between July 18, 2005 and July 25, 2006, he accumulated 75 flight hours. Between April 16, 1996 and July 25, 2006, he accumulated 925 flight hours, for an overall average of about 90 flight hours per year. A search of FAA records showed no previous accidents or enforcement actions. However, FAA records did reveal a March 15, 2007, incident where he was the pilot-in-command of an airplane that departed off the right edge of runway 26 while landing at KCWS. The airplane, N771HR, was not damaged and the pilot, the sole occupant, was not injured. Reportedly, the left main landing gear brake system was ineffective upon landing and had to be replaced before the airplane was returned to service. AIRCRAFT INFORMATION The 1974 Cessna model 500 (Citation), serial number 500-0206, was a twin-engine business turbojet airplane. The airplane was configured to seat two flight crew and seven passengers. The transport category airplane was originally issued a standard airworthiness certificate on November 18, 1974. The airplane was powered with two Pratt & Whitney Canada JT-15D-1A turbofan engines, serial numbers 76448 and 76469, each capable of producing 2,200 pounds of thrust. The airplane was maintained on a manufacturer approved inspection program (AAIP) and its most recent airframe inspection was completed on July ## Aircraft - Registration: [N771HR](https://openairdocs.org/deregistered/N771HR-2018-01-24), registration cancelled 2018-01-24, S/N 500-0206 (OpenAirDocs) - Reported make and model: Cessna 500 - Registry model: [Cessna 500](https://openairdocs.org/model/cessna-500) (registry code 2076602) (OpenAirDocs) - Registry engine: [Pratt & Whitney Canada JT15D-1 series](https://openairdocs.org/engine/pratt-whitney-canada-jt15d-1-series) (registry code 52060, turbo-fan) (OpenAirDocs) - Category: Airplane - Serial number: 500-0206 - Airframe hours: 4752.6 - Engines: Pratt & Whitney Canada JT-15D-1A 2200 lbs thrust turbo fan; Pratt & Whitney Canada JT-15D-1A 2200 lbs thrust turbo fan - Damage: Destroyed - Fire: On-Ground - Flight: Personal, Part 91 - Operator: IHR Adminstrative Services, Inc. - Registered owner: IHR Adminstrative Services, Inc. - Airworthiness certificate: Standard, Transport - Last inspection: AAIP, July 11, 2006 - Departed: T47, Wichita Falls, TX - Destination: KCWS, Conway, AR - Flight plan: IFR - Airport: KCWS, Dennis F. Cantrell Field Arpt, runway 26, 4,875 × 100 ft, asphalt ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 72; injuries: fatal; commercial; airplane ratings: single-engine land, multi-engine land; instrument ratings: airplane; medical: class 2, with waivers/limitations; seat: left; toxicology performed; flight hours: 5,575 total ## Weather - Conditions: Visual (VMC), Day - Wind: 130° at 6 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 91 °F, dew point 70 °F - Altimeter: 29.96 inHg - Observed at: KLRF, 17 nm away ## 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 20070630011339A](https://openairdocs.org/incident/20070630011339A), Jun 30, 2007: Cessna 500CESSNA, Conway, AR, Destroyed, 2 fatal. (-23) On June 30, 2007, at 14:48 CDT, a Cessna citation, CE-500, N771HR, while attempting an aborted landing on a wet runway, overran the runway, and collided… ## Docket (23 files) The files NTSB released with the investigation on July 30, 2009, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=66115. 10.9 MB in all. - Air Traffic Control Communications (item 1, .PDF, 1.3 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40316604&FileExtension=.PDF&FileName=Air%20Traffic%20Control%20Communications-Redacted.PDF - Witness Statements & Interviews (item 2, .PDF, 845 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40316605&FileExtension=.PDF&FileName=Witness%20Statements%20%26%20Interviews-Redacted.PDF - Passenger Interviews (item 3, .PDF, 98 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40316606&FileExtension=.PDF&FileName=Passenger%20Interviews-Redacted.PDF - Aircraft Radar Track Study (item 4, .PDF, 1.1 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40316607&FileExtension=.PDF&FileName=Aircraft%20Radar%20Track%20Study-Master.PDF - Pilot Preflight Weather Briefing (item 5, .PDF, 835 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40316608&FileExtension=.PDF&FileName=Pilot%20Preflight%20Weather%20Briefing-Redacted.PDF - Meteorological Information (item 6, .PDF, 44 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40316609&FileExtension=.PDF&FileName=Meteorological%20Information-Master.PDF - Aircraft Refueling Statement (item 7, .PDF, 62 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40316610&FileExtension=.PDF&FileName=Aircraft%20Refueling%20Statement-Redacted.PDF - Landing Performance Calculation Documentation (item 8, .PDF, 558 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40316611&FileExtension=.PDF&FileName=Landing%20Performance%20Calculation%20Documentation-Master.PDF - Pilot Toxicology Report (item 9, .PDF, 117 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40316612&FileExtension=.PDF&FileName=Pilot%20Toxicology%20Report-Redacted.PDF - Release of Aircraft Wreckage, NTSB Form 6120.15 (item 10, .PDF, 460 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40316613&FileExtension=.PDF&FileName=Release%20of%20Aircraft%20Wreckage,%20NTSB%20Form%206120.15-Redacted.PDF - Photo 01 – Tail Strike at the Departure End of Runway 26 (item 11, .PDF, 411 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40316616&FileExtension=.PDF&FileName=Photo%2001%20%E2%80%93%20Tail%20Strike%20at%20the%20Departure%20End%20of%20Runway%2026-Master.PDF - Photo 02 - Jet-Blast Deflector and Airport Perimeter Fence (item 12, .PDF, 429 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40316615&FileExtension=.PDF&FileName=Photo%2002%20-%20Jet-Blast%20Deflector%20and%20Airport%20Perimeter%20Fence-Master.PDF - Photo 03 - Jet-Blast Deflector (item 13, .PDF, 400 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40316617&FileExtension=.PDF&FileName=Photo%2003%20-%20Jet-Blast%20Deflector-Master.PDF - Photo 04 - Main Wreckage Overview (item 14, .PDF, 447 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40316618&FileExtension=.PDF&FileName=Photo%2004%20-%20Main%20Wreckage%20Overview-Master.PDF - Photo 05 - Left Wing (item 15, .PDF, 447 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40316619&FileExtension=.PDF&FileName=Photo%2005%20-%20Left%20Wing-Master.PDF - Photo 06 - Right Horizontal Stabilizer/Elevator and Vertical Stabilizer (item 16, .PDF, 469 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40316620&FileExtension=.PDF&FileName=Photo%2006%20-%20Right%20Horizontal%20Stabilizer%2FElevator%20and%20Vertical%20Stabilizer-Master.PDF - Photo 07 - Main Wreckage Overview (item 17, .PDF, 456 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40316621&FileExtension=.PDF&FileName=Photo%2007%20-%20Main%20Wreckage%20Overview-Master.PDF - Photo 08 - Wreckage Layout Overview (item 18, .PDF, 390 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40316622&FileExtension=.PDF&FileName=Photo%2008%20-%20Wreckage%20Layout%20Overview-Master.PDF - Photo 09 - Aircraft Nose (item 19, .PDF, 430 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40316623&FileExtension=.PDF&FileName=Photo%2009%20-%20Aircraft%20Nose-Master.PDF - Photo 10 - Aircraft Left Side (item 20, .PDF, 415 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40316624&FileExtension=.PDF&FileName=Photo%2010%20-%20Aircraft%20Left%20Side-Master.PDF - Photo 11 - Aircraft Tail (item 21, .PDF, 409 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40316625&FileExtension=.PDF&FileName=Photo%2011%20-%20Aircraft%20Tail-Master.PDF - Photo 12 - Aircraft Right Side (item 22, .PDF, 396 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40316626&FileExtension=.PDF&FileName=Photo%2012%20-%20Aircraft%20Right%20Side-Master.PDF - Photo 13 - Aircraft Fueslage and Cockpit (item 23, .PDF, 412 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40316627&FileExtension=.PDF&FileName=Photo%2013%20-%20Aircraft%20Fueslage%20and%20Cockpit-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.