NYC03FA002

The pilot/owner initiated a VFR approach and landing in a Cessna 525A, to a 3,009-foot long runway with a tailwind of about 7 knots. The touchdown was 642 feet past the approach end of the runway. Vref was calculated to be 108 kts; however, data from the EGPWS showed the ground speed was about 137 kts, 9 seconds before touchdown, and at touchdown, the speed was estimated to be about 130 kts. After touchdown, the pilot selected ground flaps, which moved the flaps from 35 degrees to 60 degrees, the spoilers auto-deployed, and the speed brakes were extended. The pilot said that after applying the brakes, he felt the brakes pedals pulsing, and did not think the airplane was slowing. He released the brakes for a few seconds and then reapplied them. Again, he felt the pulsing in the pedals, but the airplane was not slowing as he expected. He released the brakes, reset the flaps to takeoff, and applied power to abort the landing when he was about halfway down the runway. The airplane departed the end of the runway and traveled for about 300 feet. Skid marks revealed the initial touchdown was most like made with brakes applied, and no locked wheel crossover protection. Additional skid marks revealed the airplane became airborne after touchdown, and in the next 750 ft, touched down 3 more times, each subsequent touchdown occurring without the full weight of the airplane on the wheels. Tire marks on the last half of the runway were consistent with brakes applied and anti-skid operative. Using the approved flight manual standards, the airplane would have required 3,155 feet to stop. This was predicated on crossing the threshold at 50 feet, at Vref, and included a ground roll of 1,895 feet. However, the pilot touched down at 642 feet from the threshold, which left sufficient runway for stopping. Using the pilot's touchdown point of 642 feet, the airplane was capable of stopping on the runway with a Vref as high as 120 kts. The approach was unstabilized with 4 aural warnings, including 2 sink rate warnings on final approach, the last of which occurred with a descent rate of over 1,700 fpm down, 19 seconds prior to touchdown, and about 400 feet above the ground. The last airborne GPS position was about 2,000 ft from runway touchdown. This would have required a flight path angle of about 3.8 degrees to achieve the reported touchdown position.

History of flight

On October 7, 2002, at 1017 eastern daylight time, a Cessna 525A, N57EJ, was substantially damage during a runway overrun at the Dexter Regional Airport (1B0), Dexter, Maine. The certificated airline transport pilot and one passenger received serious injuries, and two passengers received minor injuries. Visual meteorological conditions (VMC) prevailed for the business flight that departed Robertson Airport (4B8), Plainville, Connecticut, about 0930. An instrument flight rules (IFR) flight plan was filed and activated, and the flight was conducted under 14 CFR Part 91.

According to the pilot, he departed Plainville and climbed to flight level 290. The flight progressed without incident, and when the airplane was approximately 80 miles south of Dexter, the pilot initiated a descent. While being vectored for the GPS runway 34 approach, and descending through 6,000 feet mean sea level (MSL), the airplane entered VMC. Once clear of the clouds, flight visibility was approximately 10 miles. The pilot cancelled his IFR clearance when the airplane was about 10 miles south of the airport, and proceeded under visual flight rules (VFR).

The pilot further stated:

"...touchdown accomplished within first 1/4 of runway...throttles in idle before touchdown, flaps in landing position. At touchdown, flaps to ground position (spoilers deployed), apply brakes, pedal pressure was firm, felt sensation of anti-skid pulsing. Aircraft did not decelerate noticeably. Released brakes to allow reset. Reapplied brakes, no difference. Commenced go-around. Throttles full forward, ground flaps to take-off position...This was the last I remember until regaining consciousness. I tried to shut engines down, couldn't get levers to idle cut-off...."

The pilot added that he left the cockpit and went to the tail cone baggage compartment where he disconnected the battery. He returned to the cockpit and brought the throttles to idle cut-off, after which the engines stopped.

In a follow-up interview, the pilot reported that about half way down the runway, he became concerned about stopping within the distance remaining, so he aborted the landing. With approximately 1,500 feet remaining, he removed his feet from the brake pedals, advanced the power levers to takeoff, and raised the flaps two notches to the takeoff position. The airplane, continued down the runway, but did not accelerate as expected. The pilot's memory regarding the aborted landing and subsequent impact was fragmented. He remembered the airplane departing the far end of the runway, and then impacting the ground, but he could not recall the airspeed when he overran the runway, or if he reapplied the brakes after aborting the landing.

The pilot added that the winds reported by approach control favored runway 16. He chose to land on runway 34 because the tailwind component was negligible, and to land on runway 16 would require a steeper approach due to a hill north of the runway. The pilot further stated that the enhanced ground proximity warning system (EGPWS) sounded "Sink Rate," while on final. He added it was not unusual for him to get the "Sink Rate" warning, and that the system had sounded in the past even when the airplane was descending on a visual glidepath at 500 fpm.

The accident occurred during the hours of daylight. The wreckage was located at 45 degrees, 00.50 minutes north latitude, 69 degrees, 14.45 minutes west longitude, and an elevation of approximately 530 feet msl.

Personnel information

The pilot held an airline transport pilot certificate with an airplane multi-engine land rating, and type ratings in the CE-500, CE-525, and CE-525S (single pilot authorization). He also held a private pilot certificate with an airplane single engine land rating. He was last issued a Federal Aviation Administration (FAA) first-class airman medical certificate on January 25, 2001. The pilot's total flight experience was 2,450 hours, which included 763 hours in the Cessna CE-525, and 126 hours in the Cessna CE-525A.

According to records from Flight Safety Inc, in Wichita, Kansas, the pilot had last attended Cessna 525 recurrent training from November 26 through November 28, 2001. This included ground school and three simulator periods. A check of available records revealed no adverse comments.

Aircraft information

The type certificate designation for the airplane was 525A. Cessna Aircraft Company referred to the airplane as the CJ-2. The airplane was approved for single pilot operations.

The trailing edge flaps were controlled by a variable position selector, with two detents, up, and 15 degrees for approach. In addition, the flap lever could be set to the landing position, which extends the flaps to 35 degrees. At the landing stop, if the flap lever was lifted, it could be moved further aft to extend the wing flaps to 60 degrees on the ground.

A weight and balance was prepared by Cessna Aircraft Company, and revealed that the center of gravity of the airplane at takeoff and landing were outside of the aft limit of the weight and balance envelope. The landing weight was estimated to be 10,852 pounds, and center of gravity was 0.8 inches aft of the aft limit.

The pilot submitted an alternate weight summary that showed a landing weight of 10,202. The weight summary differed from that calculated by the original investigative team. The revised weight summary was within the center of gravity envelope at landing.

The EGPWS maintained a continuous recording of specified parameters. When a cockpit aural warning was activated, the preceding 10 seconds of data, along with the next 20 seconds of data was stored, and was available for recall. The captured data was stored at one-second intervals, using elapsed timing. In addition, each time the landing gear squat switches transitioned from ground to air, or air to ground, the elapsed time, latitude and longitude, the airplane heading, and GPS altitude were recorded.

The airplane was equipped with Williams International FJ44-2C engines. The flight idle rpm was 65 percent N2, and the ground idle was 54 percent N2. There was a 8 second delay after initial touchdown before the engines would retard to ground idle.

Wind information was displayed on the primary flight display in the form of an arrow, which pointed in the direction the wind was blowing relative to the nose of the airplane, and the velocity was displayed in knots.

Meteorological information

There was no recorded weather at Dexter. The pilot was given Bangor winds of 220 degrees at 6 knots, (observation taken at 0955), when he made contact with Bangor approach control. The 0955 weather observations at Bangor, and other area airports indicated the winds were from the southeast to the southwest at 6 to 9 knots, including gusts to 15 knots.

Airport information

Dexter was an uncontrolled airport with a single runway 16/34. The published airport elevation was 533 feet. The asphalt surface runway was 3,009 feet long, 80 feet wide. There were no visual aids for a pilot to use in determining a glide path to the runway. The airport was constructed on top of a hill. No obstructions were listed for runway 16; however, several nearby obstructions were listed for the approach to runway 34. Lower terrain prevailed to the south for over 2 miles. Lower terrain prevailed to the north for about a mile. Further north, there was rising terrain about 150 feet above airport elevation within 2 miles of the departure end of the runway. A peak elevation of 840 feet was located 2 miles from the approach end of runway 16.

Flight recorders

The airplane was not equipped with, nor required to be equipped with a flight data recorder (FDR), or cockpit voice recorder (CVR).

Radar and other remotely recorded data

Radar data was obtained from Bangor Approach Control. The airplane was identified by its assi