# NTSB ERA15LA380: Cessna 550, N622PG, Sarasota, FL, September 27, 2015 - Type: NTSB accident investigation - Classification: Accident · Minor injuries · Limited investigation · Final report - Date: September 27, 2015, 19:06 local (23:06 UTC) - Place: Sarasota, FL - Coordinates: 27.395555, -82.554443 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=27.3956&lon=-82.5544&mi=10 - Phase of flight: [Landing](https://openairdocs.org/ntsb-phases/550) (OpenAirDocs' grouping) - Defining event: [Landing-landing roll: Runway excursion](https://openairdocs.org/ntsb-events/300) - Highest injury: Minor injuries - Injuries: 2 minor - Status: Completed, report July 16, 2018 - Report: Approved by Office Director - NTSB office: Eastern Region Aviation - Parties: FAA/FSDO - NTSB case key (mKey): 92759 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ERA15LA380 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/92759/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=92759 - Page: https://openairdocs.org/ntsb/ERA15LA380 ## Probable cause The pilot’s failure to attain the proper touchdown point and to adequately slow the airplane within the available runway, which resulted in a runway overrun. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Performance/control parameters: descent/approach/glide path](https://openairdocs.org/ntsb-findings/01062040): Aircraft › Aircraft oper/perf/capability · Not attained/maintained (probable cause); cases with it: [Cessna 550, 1 case](https://openairdocs.org/ntsb-findings/01062040/cases.md?model=2076604), [All aircraft, 809 cases](https://openairdocs.org/ntsb-findings/01062040/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 550, 2 cases](https://openairdocs.org/ntsb-findings/02063015/cases.md?model=2076604), [All aircraft, 1,391 cases](https://openairdocs.org/ntsb-findings/02063015/cases.md) - [Performance/control parameters: surface speed/braking](https://openairdocs.org/ntsb-findings/01062045): Aircraft › Aircraft oper/perf/capability · Not attained/maintained (probable cause); cases with it: [Cessna 550, 1 case](https://openairdocs.org/ntsb-findings/01062045/cases.md?model=2076604), [All aircraft, 238 cases](https://openairdocs.org/ntsb-findings/01062045/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Landing-landing roll: Runway excursion](https://openairdocs.org/ntsb-events/300) (defining event); cases with it: [Cessna 550, 5 cases](https://openairdocs.org/ntsb-events/300/sequence.md?model=2076604), [All aircraft, 3,643 cases](https://openairdocs.org/ntsb-events/300/sequence.md) - [Landing-flare/touchdown: Landing area overshoot](https://openairdocs.org/ntsb-events/380); cases with it: [Cessna 550, 2 cases](https://openairdocs.org/ntsb-events/380/sequence.md?model=2076604), [All aircraft, 400 cases](https://openairdocs.org/ntsb-events/380/sequence.md) ## Analysis The airline transport pilot was landing at the destination airport at the conclusion of a personal flight. Although the pilot reported that the airplane touched down near the threshold of the runway and that he used speed brakes, brakes, and thrust reversers to slow the airplane, review of a surveillance video revealed that the airplane touched down about 1,700 ft past the runway threshold of the 5,000-ft-long runway and that the thrust reversers were not deployed during the recorded portion of the landing roll. The airplane's tires left over 1,300 ft of skid marks before it overran the departure end of the runway, which resulted in substantial damage. While the pilot stated that the brakes had malfunctioned during the landing, examination and postaccident testing of the brakes revealed no evidence of any mechanical anomalies. Based on the available evidence, it is likely that the pilot landed the airplane well beyond the runway threshold and did not apply adequate braking effort until insufficient runway remained to stop the airplane on the paved surface. ## Factual narrative On September 27, 2015, about 1906 eastern daylight time, a privately owned and operated Cessna 550, N622PG, was substantially damaged during a runway excursion after landing at the Sarasota Bradenton International Airport (SRQ), Sarasota, Florida. The airline transport pilot and the passenger sustained minor injuries. Visual meteorological conditions prevailed and an instrument flight rules flight plan was filed for the personal flight, which was conducted under the provisions of 14 Code of Federal Regulations Part 91. The flight departed Boca Raton Airport (BCT), Boca Raton, Florida, about 1827.The owner of the airplane stated he had been receiving flight instruction from the pilot, and in return he offered to let the pilot borrow the airplane. The pilot stated that, at the conclusion of the flight, he approached the destination airport and calculated that the landing distance required was "between 2,010 and 2,100 feet." After an uneventful flare, the airplane touched down on runway 22 "shortly after" the runway numbers. After touchdown, the pilot immediately deployed the speed brakes, brakes, and thrust reversers. The pilot said the airplane had slowed to 60 knots at the intersection of runway 14-32, about 3,000 ft from the threshold of runway 22, so he put the thrust reversers in idle reverse. He had considered exiting at taxiway A, which was about 400 feet past the intersection of the two runways but felt it would have required maximum braking. The pilot said he then amended his plan and decided to exit the runway onto taxiway D at the departure end of runway 22, about 2,000 feet beyond the runway intersection. He stated during this time, between taxiway A and D, he held his feet off the brakes, estimating the airplane speed was 20-23 knots. He retracted the flaps, speed brakes, and the thrust reversers. He reported that, as the airplane approached taxiway D, he applied brakes and commented to the passenger, "we have no brakes." He pumped the brakes, then redeployed the speed brakes and thrust reversers and applied the emergency brake. Air traffic controllers in the SRQ tower stated that the airplane touched down in "the vicinity of the aiming point," and that after touchdown they "noticed that they might be a bit fast." The accident sequence was captured by surveillance cameras and a review of the video showed the airplane touched down approximately abeam the B1 taxiway, 1,700 feet beyond the approach end of the runway, and that the thrust reversers were not deployed during the recorded portion of the landing roll. Runway 04/22 at SQR was 5,009 ft long and 150 ft wide; runway 14/32 at SQR was 9,500 ft long and 150 ft wide. Taxiway B was 1,700 feet from the threshold of runway 22, taxiway A was 3,400 feet from the threshold of runway 22. Taxiway A was about 1,600 ft from taxiway D and the departure end of the runway. Postaccident examination of the airplane by a Federal Aviation Administration inspector and an airframe and powerplantmechanic revealed a puncture in the pressure vessel aft of the nose landing gear and damage to the bulkhead belly stringers. Functional testing of the brakes showed that they were operational and did not reveal evidence any pre- or post-impact mechanical anomalies. According to photographs and diagrams prepared by airport management, skid marks that aligned directly with the airplane's tire tracks in the grass began 1,130 feet prior to the departure end of the runway, just past taxiway A. The pilot held an airline transport pilot certificate with type ratings for Cessna CE-500 and CE-525 airplanes. His most recent FAA second-class medical certificate was issued on March 18, 2015. Review of flight experience documents provided by the pilot's attorney revealed that the pilot reported 4075 hours of flight experience, of which 1,713 were in turbine-powered airplanes. The 7-seat, low-wing airplane was manufactured in 1978, was powered by two Pratt and Whitney JT15D-4 turbofan engines, and was certified as a two-pilot airplane. Its most recent Phase 1-5 inspections were completed May 29, 2015 at 9,212.9 total aircraft hours. The airplane accrued 52.6 hours since that date. At 1853, the weather reported at SRQ included few clouds at 2,220 and 3,100 feet, calm wind, and 10 miles visibility. The temperature was 27°C, the dewpoint was 25°C, and the altimeter setting was 29.89 inches of mercury. ## Aircraft - Registration: [N622PG](https://openairdocs.org/aircraft/N622PG), registered now, S/N 550-0037, built 1978 (OpenAirDocs) - Reported make and model: CESSNA 550 - Registry model: [Cessna 550](https://openairdocs.org/model/cessna-550) (registry code 2076604) (OpenAirDocs) - Registry engine: [Pratt & Whitney Canada JT15D-4 series](https://openairdocs.org/engine/pratt-whitney-canada-jt15d-4-series) (registry code 52112, turbo-fan) (OpenAirDocs) - Category: Airplane - Serial number: 550-0037 - Year built: 1978 - Engines: P&W CANADA JT15D-4 turbo fan; P&W CANADA JT15D-4 turbo fan - Damage: Substantial damage - Flight: Personal, Part 91 - Airworthiness certificate: Standard, Normal - Last inspection: Continuous airworthiness, May 29, 2015, 9,212 hours before - Departed: BCT, BOCA RATON, FL - Destination: SRQ, Sarasota, FL - Flight plan: IFR - Airport: SRQ, Sarasota/Bradenton Intl, runway 22, 5,009 × 150 ft, asphalt - Equipment: Unknown ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 53; injuries: minor; private, commercial, airline transport, flight instructor; airplane ratings: multi-engine land, single-engine land; instrument ratings: airplane; medical: class 2, with waivers/limitations; last flight review April 28, 2015; seat: left; flight hours: 4,072 total, 1,500 in this make and model, 3,968 as pilot in command ## Weather - Conditions: Visual (VMC), Day - Wind: calm - Visibility: 10 statute miles - Temperature: 81 °F, dew point 77 °F - Altimeter: 29.88 inHg - Observed at: SRQ ## 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 20150927016649A](https://openairdocs.org/incident/20150927016649A), Sep 27, 2015: Cessna 550, Sarasota, FL, Substantial damage. Aircraft landed on runway 22 at srq. Aircraft ran off the end of the runway causing minor damage to the aircraft. There were visible tire marks approximately… ## Docket (7 files) The files NTSB released with the investigation on April 30, 2018, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=92759. 26.3 MB in all. - Pilot's Statement (item 1, .PDF, 6.4 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40462747&FileExtension=.PDF&FileName=Pilot%27s%20Statement-Master.PDF - Witness Statements (item 2, .PDF, 5.9 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40462748&FileExtension=.PDF&FileName=Witness%20Statements-Master.PDF - Airport Authority Report (item 3, .PDF, 3.1 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40462749&FileExtension=.PDF&FileName=Airport%20Authority%20Report-Master.PDF - Photo Array (item 4, .PDF, 3 photos, 674 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40462750&FileExtension=.PDF&FileName=Photo%20Array-Master.PDF - Airplane Owner's Statement (item 5, .PDF, 30 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40462751&FileExtension=.PDF&FileName=Airplane%20Owner%27s%20Statement-Master.PDF - Airport Surveillance Video (item 6, MOV, 9.9 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40462752&FileExtension=mov&FileName=Airport%20Surveillance%20Video-Master - Airport Diagram (item 7, .PDF, 416 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40462753&FileExtension=.PDF&FileName=Airport%20Diagram-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.