# NTSB LAX07FA150: Cessna S550, N22HP, Dillon, MT, May 3, 2007 - Type: NTSB accident investigation - Classification: Accident · Fatal · Field investigation · Final report - Date: May 3, 2007, 10:37 local (16:37 UTC) - Place: Dillon, MT - Coordinates: 45.2533333333333, -112.548888888889 - Nearby events: https://openairdocs.org/map.md?lat=45.2533&lon=-112.5489&mi=10 - Phase of flight: [Approach](https://openairdocs.org/ntsb-phases/500) (OpenAirDocs' grouping) - Highest injury: Fatal - Injuries: 2 fatal - Status: Completed, report November 25, 2008 - Report: Approved by Office Director - Parties: Federal Aviation Administration, Cessna Aircraft Company, Pratt & Whitney Canada - NTSB case key (mKey): 65729 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=LAX07FA150 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/65729/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=65729 - Page: https://openairdocs.org/ntsb/LAX07FA150 ## Probable cause An in-flight loss of control for undetermined reasons. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Loss of control - in flight, approach - iaf to faf/outer marker (ifr) - reason for occurrence undetermined (cause) - In flight collision with terrain/water, descent - uncontrolled - terrain condition - ground ## Analysis Radar data indicated that the airplane descended on a straight track from flight level (FL) 380 in accordance with the pilot's clearance to descend to 13,000 feet and begin the VOR (very high frequency omni-directional radio range) approach to the destination airport. The last transmission from the pilot was an acknowledgment of the cancellation of radar service and an instruction to switch to the airport advisory frequency. At that time, the airplane was at a mode C reported altitude of 14,000 feet. The airplane maintained a steady descent rate for the next minute and leveled off at 13,000 feet. About 2 1/2 minutes later, the airplane began a turn to the right to head outbound for the procedure turn on the approach and descended to 12,900 feet. The approach procedure specified a minimum altitude of 8,200 feet in the procedure turn. The airplane lost 1,600 feet in the next 10 seconds, and this was the last radar contact. A witness working in his office at the airport heard a loud engine noise, and then a "plop" noise. He said that the engine noise was loud, then softer, and then loud again. He heard it for 3 to 5 seconds. Another witness saw an airplane below the cloud bases that was turning to the right with a nose low pitch attitude of about 75 to 80 degrees. It made six to seven turns before it disappeared from sight behind terrain, and the radius of the turn got tighter as the airplane descended. Examination of the airframe, systems, and engines revealed no anomalies that would have precluded normal operation. Anti-ice fluid was on the leading edges of the wing and tail anti-ice panels. An Airmen’s Meteorological Information (AIRMET) in effect for an area that included the accident site noted that the freezing level was from 4,000 to 10,000 feet with the potential for icing from the freezing level to 20,000 feet. ## Factual narrative HISTORY OF FLIGHT On May 3, 2007, about 1037 mountain daylight time, a Cessna Citation S550, N22HP, collided with terrain during the instrument approach to Dillon, Montana. The pilot/owner was operating the airplane under the provisions of 14 Code of Federal Regulations (CFR) Part 91. The airline transport pilot and one passenger were killed; the airplane was destroyed. The cross-country personal flight departed Rockford, Illinois, about 0844 central daylight time, with Dillon as the planned destination. Visual meteorological conditions prevailed, and an instrument flight rules (IFR) flight plan had been filed. The National Transportation Safety Board investigator-in-charge (IIC) reviewed recorded radio conversations between the pilot and Salt Lake City Air Route Traffic Control Center (ARTCC). The IIC converted the times to mountain daylight time. A controller assigned a discrete beacon code of 6063. At 0952, the pilot indicated that he was level at flight level three eight zero (FL380). At 1010:30, he stated that he was beginning a descent to FL240. At 1030:59, a controller cleared the pilot to descend to 13,000 feet, and then cleared him for the VOR (very high frequency omni-directional radio range) approach to the Dillon Airport. The last transmission from the pilot occurred at 1033:54. He acknowledged cancellation of radar service and an instruction to switch to the airport advisory frequency. A review of recorded radar data indicated that the target for beacon code 6063 descended on a straight track from flight level (FL) 380. At the time of the pilot's last transmission, the target was at a mode C reported altitude of 14,000 feet. The targets appeared about every 10 seconds. The altitude for each target changed about 200 feet from the last transmission to level off at 13,000 feet, which occurred at 1634:52. At 1637:26, the target appeared to turn toward the right, and descend to 12,900 feet. About 10 seconds later, the next target, which was also the last target, was at a mode C altitude of 11,300 feet. This was at 45 degrees 15.173 minutes north latitude 112 degrees 32.477 minutes west longitude. The first identified point of contact (FIPC) was at 45 degrees 15.192 minutes north latitude 112 degrees 32.936 west longitude. The coordinates for the VOR were 45 degrees 14.91 minutes north latitude 112 degrees 32.83 minutes west longitude. A witness was working in his office at the airport. He stated that he heard a loud engine noise, and then a "plop" noise. He said that the engine noise was loud, then softer, and then loud again. He heard it for 3 to 5 seconds. He went to a window in the front of his building, and looked to the east across the runway. He saw a large cloud of black smoke and a fire on the other side of the airport fence. Another witness stated that a whistling noise got his attention. He looked up, and saw an airplane below the cloud bases that was turning to the right. Its attitude was about 75 to 80 degrees nose low. It made six to seven turns before it disappeared from sight behind terrain, and the radius of the turn got tighter as the airplane descended. He did not see any smoke, and the airplane appeared to be intact. PERSONNEL INFORMATION A review of FAA airman records revealed that the 69-year-old pilot held an airline transport pilot certificate with ratings for airplane multiengine land, and a commercial pilot certificate with ratings for airplane single-engine land and rotorcraft helicopter. He was type rated as an airline transport pilot in the CE-500. The pilot held a certified flight instructor (CFI) certificate with ratings for airplane single-engine land, instrument airplane, and rotorcraft helicopter. This certificate expired in 1976. The pilot held a first-class medical certificate issued on April 10, 2007. It had the limitations that the pilot must wear corrective lenses and possess glasses for near and intermediate vision. An examination of the pilot's logbook indicated that he had a total flight time of 5,057 hours as of the last flight that he logged on March 24, 2007. He logged 26 hours in the last 90 days. He had an estimated 1,200 hours in this make and model, and had flown numerous times to Dillon. His log book indicated over 100 hours of flight time in this airplane in the previous 2 years. AIRCRAFT INFORMATION The airplane was a Cessna S550, serial number S550-0103. The airplane was on the Cessna scheduled maintenance program, and phases 1-4 had been completed on December 22, 2006. A review of the airplane’s logbooks revealed that the airplane had a total airframe time of 10,526 hours at the last inspection. The airplane was equipped with a Tecalmit, Kilfrost, and Sheepbridge Stokes (TKS) fluid ice protection system. The left engine was a Pratt & Whitney Canada JT15D-4B, serial number 102156. Total time recorded on the engine at the last inspection was 10,106 hours. Maintenance personnel installed the engine on this airplane in August 1998, at a total time of 9,481 hours, and with a hot section overhaul. The right engine was a Pratt & Whitney Canada JT15D-4B, serial number 102209. Total time recorded on the engine at the last inspection was 10,106 hours. Maintenance personnel installed the engine on this airplane in December 1998, at a total time of 9,607 hours, and with a hot section overhaul. METEOROLOGICAL CONDITIONS The closest official weather observation station was Dillon (KDLN); the elevation of the weather observation station was 5,241 feet msl. An aviation routine weather report (METAR) for KDLN was issued at 1046 MDT. It stated: winds from 230 degrees at 12 knots; visibility 10 miles; skies 1,700 feet scattered, 3,000 feet scattered, 3,900 feet overcast; temperature 5/41 degrees Celsius/Fahrenheit; dew point 2/35 degrees Celsius/Fahrenheit; and altimeter 29.65 inches of mercury. Dillon Airport had an Automated Surface Observation System (ASOS), which broadcast on frequency 135.225. Airmen’s Meteorological Information (AIRMET) ZULU Update 2 was in effect for an area that included the accident site. It noted that the freezing level was between 4,000 and 10,000 feet. It stated that there was the potential for moderate icing conditions from the freezing level to 20,000 feet. COMMUNICATIONS The airplane had been in contact with Salt Lake ARTCC on frequency 132.40. The controller cleared the pilot for the VOR, and terminated radar services. He also instructed the pilot to cancel his flight plan via radio or via telephone when on the ground. When the pilot did not call to cancel, the controller called the Great Falls Automated Flight Service Station, and learned of the accident. AIRPORT INFORMATION The Airport/ Facility Directory, Southwest U. S., indicated that runway 16/34 was 6,500 feet long and 75 feet wide. The runway surface was asphalt. WRECKAGE AND IMPACT INFORMATION Investigators from the Safety Board, the FAA, and Cessna examined the wreckage at the accident scene. The airplane had a 52-foot wingspan. The FIPC was a 27-foot ground scar that was about 6 inches wide at the initial point, and spread to about 1 foot at the end. The ground scar began less than 1/4 mile from the runway edge. It terminated at the principle impact crater (PIC), which was about 10 feet long, 8 feet wide, and 3 to 4 feet deep. Another ground scar of similar dimensions began at the end of the PIC, and extended another 20 feet. The initial ground scar was along a 044-degree magnetic bearing, and curved to the right at the PIC. From the PIC, the debris path centerline was along a magnetic bearing of 059 degrees. The furthest identified piece, the low-pressure core from the left engine, was 634 feet from the FIPC. Proceeding along the debris path, the rotating beacon from the top of the rudder was in the lower right area of the PIC. In the bottom center of the PIC was the outboard section of the ri ## Aircraft - Registration: [N22HP](https://openairdocs.org/deregistered/N22HP-2008-07-08), registration cancelled 2008-07-08, S/N S550-0103 (OpenAirDocs) - Reported make and model: CESSNA S550 - Registry model: [Cessna S550](https://openairdocs.org/model/cessna-s550) (registry code 2076607) (OpenAirDocs) - Category: Airplane - Serial number: S550-0103 - Airframe hours: 10526 - Engines: Pratt & Whitney Canada JT15D-4B 2500 lbs thrust turbo jet; Pratt & Whitney Canada JT15D-4B 2500 lbs thrust turbo jet - Damage: Destroyed - Fire: On-Ground - Flight: Personal, Part 91 - Operator: Hamilton Ranches, Inc. - Registered owner: Hamilton Ranches, Inc. - Airworthiness certificate: Standard, Normal - Last inspection: AAIP, December 22, 2006 - Departed: RFD, Rockford, IL - Destination: KDLN, Dillon, MT - Flight plan: IFR - Airport: DLN, Dillon, runway 16, 6,500 × 75 ft, asphalt ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 69; injuries: fatal; airline transport, flight instructor; airplane ratings: single-engine land, multi-engine land; instrument ratings: airplane; medical: class 1, with waivers/limitations; seat: left; toxicology performed; flight hours: 5,057 total, 1,200 in this make and model, 26 in the last 90 days ## Weather - Conditions: Visual (VMC), Day - Wind: 230° at 12 knots - Visibility: 10 statute miles - Lowest ceiling: 3,900 ft overcast - Temperature: 41 °F, dew point 36 °F - Altimeter: 29.64 inHg - Observed at: KDLN ## 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 20070503007069A](https://openairdocs.org/incident/20070503007069A), May 3, 2007: Cessna S550, Dillon, MT, Destroyed, 2 fatal. (-23) On may 3, 2007, at approximately 1045 MDT, a Cessna 550 citation turbojet collided with the ground during an approach to the Dillon Airport, Dillon,… ## Docket (28 files) The files NTSB released with the investigation on October 29, 2008, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=65729. 7.8 MB in all. - Cockpit Voice Recorder 12 - Specialist's Summary Report (item 1, .PDF, 13 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40281153&FileExtension=.PDF&FileName=Cockpit%20Voice%20Recorder%2012%20-%20Specialist%27s%20Summary%20Report-Master.PDF - Witness Statements (item 2, .PDF, 100 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40302240&FileExtension=.PDF&FileName=Witness%20Statements-Redacted.PDF - Wreckage Diagram (item 3, .PDF, 106 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40302241&FileExtension=.PDF&FileName=Wreckage%20Diagram-Master.PDF - Weather Reports and Records ATC (item 4, .PDF, 110 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40302257&FileExtension=.PDF&FileName=Weather%20Reports%20and%20Records%20ATC-Redacted.PDF - ATC Personnel Statements (item 5, .PDF, 505 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40302237&FileExtension=.PDF&FileName=ATC%20Personnel%20Statements-Redacted.PDF - ATC Summary (item 6, .PDF, 208 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40302238&FileExtension=.PDF&FileName=ATC%20Summary-Master.PDF - Transcript of Radio Communications (item 7, .PDF, 384 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40302239&FileExtension=.PDF&FileName=Transcript%20of%20Radio%20Communications-Redacted.PDF - Photo 1 Accident Site (item 8, .PDF, 171 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40302242&FileExtension=.PDF&FileName=Photo%201%20Accident%20Site-Master.PDF - Photo 2 First Identified Point of Contact (item 9, .PDF, 191 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40302243&FileExtension=.PDF&FileName=Photo%202%20First%20Identified%20Point%20of%20Contact-Master.PDF - Photo 3 Principle Impact Crater and FIPC (item 10, .PDF, 189 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40302244&FileExtension=.PDF&FileName=Photo%203%20Principle%20Impact%20Crater%20and%20FIPC-Master.PDF - Photo 4 Wreckage (item 11, .PDF, 185 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40302245&FileExtension=.PDF&FileName=Photo%204%20Wreckage-Master.PDF - Photo 5 Main Wreckage (item 12, .PDF, 186 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40302247&FileExtension=.PDF&FileName=Photo%205%20Main%20Wreckage-Master.PDF - Photo 6 R Side Empennage (item 13, .PDF, 184 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40302248&FileExtension=.PDF&FileName=Photo%206%20R%20Side%20Empennage-Master.PDF - Photo 7 Aft View Empennage (item 14, .PDF, 186 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40302250&FileExtension=.PDF&FileName=Photo%207%20Aft%20View%20Empennage-Master.PDF - Photo 8 Right Engine (item 15, .PDF, 189 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40302251&FileExtension=.PDF&FileName=Photo%208%20Right%20Engine-Master.PDF - Photo 9 Right Engine 2 (item 16, .PDF, 182 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40302252&FileExtension=.PDF&FileName=Photo%209%20Right%20Engine%202-Master.PDF - Photo 10 Left Engine Compressor (item 17, .PDF, 187 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40302253&FileExtension=.PDF&FileName=Photo%2010%20Left%20Engine%20Compressor-Master.PDF - Photo 11 Left Engine (item 18, .PDF, 187 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40302254&FileExtension=.PDF&FileName=Photo%2011%20Left%20Engine-Master.PDF - Photo 12 Looking Back at Debris Field (item 19, .PDF, 185 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40302255&FileExtension=.PDF&FileName=Photo%2012%20Looking%20Back%20at%20Debris%20Field-Master.PDF - Reports from Parties to the Investigation Pratt & Whitney Canada (item 20, .PDF, 1.1 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40302259&FileExtension=.PDF&FileName=Reports%20from%20Parties%20to%20the%20Investigation%20Pratt%20%26%20Whitney%20Canada-Master.PDF - Airplane Schematic (item 21, .PDF, 95 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40302258&FileExtension=.PDF&FileName=Airplane%20Schematic-Master.PDF - Airpost Diagram (item 22, .PDF, 51 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40302260&FileExtension=.PDF&FileName=Airpost%20Diagram-Master.PDF - Pilot Flight Log (item 23, .PDF, 1.8 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40302261&FileExtension=.PDF&FileName=Pilot%20Flight%20Log-Redacted.PDF - Radar Data 1552-1630Z (item 24, .PDF, 13 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40302466&FileExtension=.PDF&FileName=Radar%20Data%201552-1630Z-Master.PDF - Radar Data 1600-1700z (item 25, .PDF, 13 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40302467&FileExtension=.PDF&FileName=Radar%20Data%201600-1700z-Master.PDF - Radar Plot (item 26, .PDF, 423 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40302262&FileExtension=.PDF&FileName=Radar%20Plot-Master.PDF - Toxicological Report (item 27, .PDF, 481 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40302263&FileExtension=.PDF&FileName=Toxicological%20Report-Master.PDF - Statement of Party Representatives to NTSB Investigation (item 28, .PDF, 215 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40302264&FileExtension=.PDF&FileName=Statement%20of%20Party%20Representatives%20to%20NTSB%20Investigation-Redacted.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.