# NTSB ERA17LA014: Cessna 525, N518AR, Pawtucket, RI, October 13, 2016 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: October 13, 2016, 10:00 local (14:00 UTC) - Place: Pawtucket, RI - Coordinates: 41.929164, -71.485275 - Nearby events: https://openairdocs.org/map.md?lat=41.9292&lon=-71.4853&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: No injuries - Injuries: 6 uninjured - Status: Completed, report April 13, 2020 - Report: Approved by Office Director - NTSB office: Eastern Region Aviation - Parties: FAA/FSDO - NTSB case key (mKey): 94201 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ERA17LA014 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/94201/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=94201 - Page: https://openairdocs.org/ntsb/ERA17LA014 ## Probable cause The flight crew's failure to maintain an appropriate approach speed and obtain an appropriate touchdown point on the runway, which resulted in a runway overrun. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Use of equip/info: aircraft control](https://openairdocs.org/ntsb-findings/02063040): Personnel issues › Task performance · Pilot (probable cause); cases with it: [All aircraft, 9,295 cases](https://openairdocs.org/ntsb-findings/02063040/cases.md) - [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: [All aircraft, 809 cases](https://openairdocs.org/ntsb-findings/01062040/cases.md) - [Performance/control parameters: airspeed](https://openairdocs.org/ntsb-findings/01062010): Aircraft › Aircraft oper/perf/capability · Not attained/maintained (probable cause); cases with it: [All aircraft, 1,681 cases](https://openairdocs.org/ntsb-findings/01062010/cases.md) - [Object/animal/substance: tower/antenna (incl guy wires)](https://openairdocs.org/ntsb-findings/03022017): Environmental issues › Physical environment · Contributed to outcome; cases with it: [All aircraft, 55 cases](https://openairdocs.org/ntsb-findings/03022017/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: [All aircraft, 3,643 cases](https://openairdocs.org/ntsb-events/300/sequence.md) - [Landing-landing roll: Collision with terr/obj (non-CFIT) ](https://openairdocs.org/ntsb-events/470); cases with it: [All aircraft, 10,189 cases](https://openairdocs.org/ntsb-events/470/sequence.md) ## Analysis After an uneventful instrument flight rules flight, the flight crew of the turbofan-powered airplane conducted an instrument approach to the 5,000-ft-long runway. The commercial pilot, who was the pilot flying, reported that the airplane's airspeed during the approach was "a little too fast" at 130 to 135 knots. A witness watched as the airplane flew beyond the runway touchdown zone and touched down on the runway with about 2,000 ft remaining. The flying pilot stated that he then "slammed on the brakes," and the airplane's antiskid system engaged. The airplane subsequently departed the end of the runway, struck several localizer antennae, and came to rest in trees and bushes beyond the departure end of the runway. Although the flying pilot reported that the brakes felt "a little spongy" during the landing, the nonflying pilot stated that, during the landing, both pilots were applying the brakes and that it appeared that the brakes and the antiskid system were working. Postaccident examination of the brakes and brake lines showed no evidence of any preimpact anomalies, and intermittent tire skid marks near the end of the runway appeared consistent with braking and operation of the airplane's antiskid system. Postaccident calculations showed that the airplane's approach speed should have been about 114 knots; the airplane's actual approach speed was more than 130 knots. Additionally, the airplane's calculated landing distance was 2,650 ft; however, there was only about 2,000 ft of runway available when the airplane touched down. Given this information, it is likely that the flight crew approached the runway at an excessive speed and touched down with insufficient runway remaining to stop the airplane and prevent a runway overrun. ## Factual narrative On October 13, 2016, about 1000 eastern daylight time, a Cessna 525B, N518AR, was substantially damaged during a runway excursion at North Central State Airport (SFZ), Pawtucket, Rhode Island. The commercial and airline transport pilots, and four passengers were not injured. The airplane departed Allegheny County Airport (AGC), Pittsburgh, Pennsylvania, about 0900. The airplane was registered to A R Wings LLC and operated as a Title 14 Code of Federal Regulations Part 91 business flight. Instrument meteorological conditions prevailed and an instrument flight rules (IFR) flight plan was filed for the personal flight. According to a written statement provided by the commercial pilot (pilot flying), they departed from AGC around 0900. The reported weather conditions at SFZ included a 200-foot ceiling, ½ to 1-mile visibility. They elected to conduct an instrument approach to runway 5. Upon breaking out of the clouds at an altitude of 850 feet, the flight crew "…saw runway could not stop. Brakes and tires not gripping the runway. Hit a fence and went into the ground." During a postaccident interview the pilot stated that the weather at SFZ was below approach minimums, but the crew elected to fly the instrument approach to and see if they could break out of the clouds. The airplane subsequently broke out of the clouds at an altitude of 800 to 850 ft mean sea level (msl). The pilot further stated that during the approach the airplane's airspeed was, "a little too fast" at 130 to 135 knots. After touching down he "slammed on the brakes" and the anti-skid system engaged. The pilot felt like the brakes were not working as they were supposed to and said that they felt, "a little spongy." The non-flying pilot stated that during the landing, both pilots were applying the brakes. He stated it appeared that the brakes and the anti-skid system were working. A witness, who was also a pilot, was at SFZ on the morning of the accident. Between 0900 and 1030, he was standing in the main hangar at the airport waiting for the fog to lift in order to depart in his single-engine airplane for an IFR flight. He estimated that the airport weather observation-reported ceiling of 200 feet agl was accurate by watching another airplane depart. He watched as the accident airplane broke out of the clouds on approach to runway 5. He thought that the airplane appeared "high" as it crossed the runway threshold and estimated that the airplane was "well above the surface" as it passed the touchdown zone of the runway. As the airplane passed directly in front of his location, located about 2,100 feet down the runway, the airplane's wheels were about 20 to 30 feet above the surface. He then began shouting, "Go around! Go around!," knowing that only half of the runway remained. The airplane touched down on the runway near the B4 taxiway, or with about 2,000 feet of runway remaining. He did not hear the sound of thrust reversers, screeching brakes, nor an impact. As he started to lookfor the airplane he saw an airport vehicle as it proceeded to the accident site. Runway 5 at SFZ was 5,000 feet-long by 100 feet-wide, and the airport was located at an elevation of 441 msl. Based on data from the Aircraft Flight Manual the airplane's calculated landing distance would have been 2,650 ft. The calculated approach speed, Vapp, would have been 114 knots indicated airspeed (KIAS). The Vref speed, or threshold crossing speed, would have been 105 knots KIAS. These calculations were based on zero wind conditions and the use of the ground flaps after touchdown. Postaccident examination of the airplane by an FAA inspector revealed that it had struck several localizer antennae located beyond the departure end of runway 5, the came to rest is trees and bushes located about 20 feet down an embankment. The airplane's wings and fuselage sustained substantial damage to the right aileron and wing tip, left wing leading edge, and nose landing gear. Cursory examination of the brakes and hydraulic brake lines revealed no evidence of any preimpact anomalies. Additionally, the inspector observed intermittent tire skid marks near the departure end of the runway. The pilot held a commercial certificate with single-pilot type ratings for the Cessna CE-525 airplane. His most recent third-class medical certificate was issued on January 2, 2015. The pilot reported 8,000 hours of flight experience, of which 400 hours were in the accident make and model. The airline transport pilot in the right seat held single-pilot type ratings for the Cessna CE-525 airplane. He was the non-flying pilot for the accident flight and described that generally his role was to be primarily responsible for flight planning and would fly alternate flying legs with the pilot. He reported 6,000 hours of flight experience, and 700 hours in the accident airplane make and model. His most recent third-class medical certificate was issued on June 19, 2016. At 1023, the weather reported at SFZ included wind calm; visibility 3 statute miles in mist, an overcast ceiling at 200 feet; temperature, 15° C; dew point, 14° C; and a barometric altimeter setting of 30.09 inHg. ## Aircraft - Registration: N518AR (not matched to a registry record) - Reported make and model: CESSNA 525 (B) - Category: Airplane - Serial number: 525B0412 - Year built: 2014 - Airframe hours: 748 - Engines: WILLIAMS FJ44-3A 3000 lbs thrust turbo fan; WILLIAMS FJ44-3A 3000 lbs thrust turbo fan - Damage: Substantial damage - Flight: Business, Part 91 - Airworthiness certificate: Standard, Commuter - Last inspection: Continuous airworthiness, October 7, 2016 - Departed: AGC, Pittsburg, PA - Destination: SFZ, Pawtucket, RI - Flight plan: IFR - Airport: SFZ, North Central State, runway 05, 5,000 × 100 ft, asphalt - Equipment: Auto-pilot, Electronic flight bag or handheld device, Electronic multifunction display, Onboard weather, Stall warning system, Angle of attack indicator ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 79; injuries: none; private, commercial; airplane ratings: multi-engine land, single-engine land; instrument ratings: airplane; medical: class 3, with waivers/limitations; last flight review November 9, 2015; seat: left; flight hours: 8,000 total, 400 in this make and model, 8,000 as pilot in command - Co-pilot; age 44; injuries: none; commercial, airline transport, private, flight instructor, military; airplane ratings: single-engine land, multi-engine land; instrument ratings: airplane; medical: class 1, without waivers/limitations; last flight review July 1, 2016; seat: right; restraint: 5-point; flight hours: 6,000 total, 700 in this make and model, 2,500 as pilot in command, 50 in the last 90 days, 30 in the last 30 days, 1 in the last 24 hours ## Weather - Conditions: Instrument (IMC), Day - Wind: calm - Visibility: 3 statute miles - Lowest ceiling: 200 ft overcast - Temperature: 59 °F, dew point 57 °F - Altimeter: 30.09 inHg - Observed at: KSFZ, 1 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 20161013020059A](https://openairdocs.org/incident/20161013020059A), Oct 13, 2016: Cessna 525B, Smithfield, RI, Substantial damage. On October 13, 2016 at approximately 10:45AM boston FSDO was notified by the roc of N518AR landing and crashing through the localizer antenna at the departure… ## Docket (6 files) The files NTSB released with the investigation on November 25, 2019, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=94201. 6.1 MB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 3.3 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40478340&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Master.PDF - Flight Crew Interview Summaries (item 2, .PDF, 67 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40478341&FileExtension=.PDF&FileName=Flight%20Crew%20Interview%20Summaries-Master.PDF - Witness Statement (item 3, .PDF, 162 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40478342&FileExtension=.PDF&FileName=Witness%20Statement-Master.PDF - FAA Inspector's Statement (item 4, .PDF, 125 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40478343&FileExtension=.PDF&FileName=FAA%20Inspector%27s%20Statement-Master.PDF - Surveillance Video (item 5, .PDF, 41 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40478344&FileExtension=.PDF&FileName=Surveillance%20Video-Master.PDF - Photo Array (item 6, .PDF, 3 photos, 2.4 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40478345&FileExtension=.PDF&FileName=Photo%20Array-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.