N1DK

HISTORY OF FLIGHT

On January 6, 1998, about 1548 eastern standard time, a Cessna 500 Citation, N1DK, was destroyed by impact forces and a post-crash fire when it over ran the runway, after it landed at the Allegheny County Airport (AGC), West Mifflin, Pennsylvania. The certificated commercial pilot-in-command (PIC) and pilot rated passenger (passenger) in the cabin received minor injuries, and the commercial rated co-pilot (SIC) in the cockpit was seriously injured. Instrument meteorological conditions prevailed for the business flight which last departed the Canton-Akron airport, Akron, Ohio (CAK), about 1500. The flight was conducted on an instrument flight rules (IFR) flight plan under 14 CFR Part 91.

The flight had originated from Statesville, North Carolina (SVH), with stops at AGC, and CAK. The return flight departed CAK, en route to SVH, with a planned stop at AGC.

According to transcripts of communications from the Federal Aviation Administration (FAA), the PIC flew the instrument landing system (ILS) approach to Runway 28 at AGC; however, the runway was not in sight at minimums, and a missed approach was initiated. The PIC then requested and executed the ILS approach to Runway 10, which had lower minimums. According to the PIC, the approach was conducted with flaps at 15 degrees, and an airspeed of 130 knots. The approach speed (Vref) had been calculated as 110 knots. The airspeed of 130 knots was maintained until the approach lights became visible, at which time landing flaps were selected. The airplane touched down about 100 feet past the numbers on Runway 10. The runway was wet and he modulated the brakes for maximum effectiveness. The PIC was unable to stop the airplane on the runway and departed the end of the runway.

The SIC reported that the approach was flown at 140 knots and the Vref speed was computed at 109 knots. About 75 feet above Decision Height (250 feet AGL), the approach lights became visible and landing flaps were set. The approach was fast; however, the PIC elected to continue and land. The airplane touched down prior to the 3,000 feet of runway remaining sign. During the last 1,000 feet of runway, it became obvious that the airplane was not going to stop on the runway. The airplane departed the end of the runway and became momentarily airborne and then stopped. The PIC and passenger helped the SIC from the airplane.

The passenger in the cabin reported that he sensed the airplane was fast. He heard the SIC make the 1,000 above and 500 feet above minimums calls, and noted that the airspeed at 500 feet above minimums was 160 KIAS. The approach was coupled and centered on the localizer and glideslope. About 200 feet above minimums, the passenger could see the runway lights. The PIC retarded the power levers and landing flaps were set. The passenger felt the airplane balloon and pitch down when the flaps were set to landing. The speed brakes were toggled extended, and the touchdown occurred beyond mid-field, with no go-around was attempted. The PIC was modulating the brakes, and the passenger could feel the airplane shuddering. The passenger saw the 1,000 feet remaining runway marker and knew it was the wrong end of the runway. He thought the airplane would stop in the mud off the end of the runway, and took a brace position. He felt the rumble of the airplane in the turf, and then it became quite when the airplane became airborne.

The passenger saw a wing panel come off when the airplane hit the timbers. He described the impact as "big." He was thrown into the seat in front. He tried to open the main cabin door, but it was jammed. There was a fire in the left rear passenger cabin. The roof and right side of the fuselage were pealed open. There was lots of debris in the airplane and a big fire on the right side of the airplane. He could see a 275 gal oil tank next to a trailer that was gushing oil.

The PIC and passenger carried the SIC out of the airplane, exiting through the open area on the right side. The SIC was bleeding from her face. The left engine had continued to operate after the impact and was increasing in RPM as they exited the airplane.

The control tower personnel reported that the airplane was airborne as it passed the intersection of Runway 13/31 where 2,500 feet of Runway 10 remained for landing, after which the airplane disappeared into the fog, while still airborne. A few seconds after the airplane disappeared from view, the localizer alarm and an emergency locator transmitter (ELT) signal were heard in the control tower.

The airport fire-fighting vehicle was dispatched to the departure end of the Runway 10. The occupants observed the airplane on fire at the edge of a mobile home park. Due to unsuitable vehicle terrain, they were unable to reach the accident site via airport property, and returned to the terminal area to exit the airport property. The fire fighting vehicle reached the site via off airport hard surface roads.

The accident occurred during the hours of daylight at 40 degrees, 21.26 minutes north latitude, and 79 degrees, 55.06 minutes west longitude.

OTHER DAMAGE

An approach light for Runway 28 and the support structure for the ILS Runway 10 localizer antenna was damaged. In addition, the impact and fire destroyed two mobile homes. Flying debris damaged two additional mobile homes.

PERSONNEL INFORMATION

The PIC held a commercial pilot certificate with ratings for single and multi-engine land, and instrument airplane. He also held a commercial type rating for the Cessna 500, with a single pilot exemption. The PIC reported his total time as 3,745 hours, with 1,260 hours in the Cessna 500. He had flown 120 hours in the preceding 90 days, including 90 hours in make and model. A review of the PIC's training record from SimuFlite revealed that he had received his authorization to operate the Cessna 500 in single PIC operations on April 6, 1997.

The PIC was issued a second class FAA Airman Medical Certificate with no limitations on February 27, 1997. The SIC held a commercial pilot certificate with ratings for single and multi-engine land, and instrument airplane. She also held a commercial type rating for the Cessna 500. She reported her total time as 946 hours, with 150 hours in the Cessna 500. She had flown 62 hours in the preceding 90 days, including 20 hours in make and model. A review of FAA records revealed that she had passed a PIC check in the Cessna 500 on April 25, 1997.

She was issued a first class FAA Airman Medical Certificate with no limitations on July 22, 1997.

AIRCRAFT INFORMATION

The airplane was originally certificated for two pilot operations, and had been modified for single pilot operations. In addition, the wings had been extended in accordance with supplemental type certificate (STC) SA2172NM, and the JT-15D-1 engines had been replaced with higher thrust JT-15D-1A engine in accordance with STC SA8176SW. The airplane was not equipped with thrust reversers or an anti-skid braking system.

METEOROLOGICAL INFORMATION

According to a recording of the air/ground communications between the airplane and control tower, the winds were reported as calm. The weather reported immediately after the accident included winds from 130 degrees at 4 knots, a ceiling of 300 feet overcast, prevailing visibility 1/4 mile, Runway 28, runway visual range (RVR) 1,200 feet, and light rain and fog.

RVR was not available for Runway 10. The PIC reported visibility greater than 3/4 of a mile when he acquired the runway environment on the approach. The SIC reported that she acquired the runway environment when the airplane was about 75 feet above the decision height (200 feet AGL).

AIRDROME INFORMATION (Destination)

Allegheny County Airport was certificated under FAR 139, with an airport rescue and fire fighting (ARFF) category A rating. The landing Runway 10/28 was equipped with ILS approaches on each end. The runway surface was concrete, and grooved. It was not crowned.

According to airport data from the FAA, Runway 10 was 6,500 feet long and 150 feet wide. During the investigation, small puddles of standing water were observed on the runway following periods of rain. The puddles were aligned with the seams between concrete slabs, and the depth in all cases was about 1/4 inch or less. A check with airport personnel revealed no previous problem with standing water on the runway and landing airplanes.

RADAR AND OTHER REMOTELY RECORDED DATA

Radar data was received from Pittsburgh Approach Control, and forwarded to National Transportation Safety Board (NTSB) Headquarters in Washington, DC where a recorded radar study of the accident approach was conducted. The data revealed the airplane crossed the outer marker at a ground speed of 163 knots, and maintained a ground speed of 164 knots until about 1.8 nautical miles (NM) from the approach end of Runway 10, at which time the ground speed dropped to 158 knots. The airplane was unable to be tracked below an altitude of 1,800 feet mean sea level (MSL) due to surrounding terrain.

WRECKAGE AND IMPACT INFORMATION

The airplane was examined at the accident site on January 6th through 8th, 1998.

A light skid mark was found on the runway, which started 257 feet prior to the departure end of the runway. The skid mark was aligned with a tire mark in the grass, which was identified as the right main landing gear tire. The mark measured 60 feet long, disappeared for about 40 feet, and then was visible for another 157 feet to the end of the runway. The width of the skid mark measured about 4 inches wide when first found and measured about 6.5 inches wide when it exited the runway.

Parallel tire marks were found in the grass at the end of the runway. The right side tire mark was aligned with the skid mark found on the runway. The left side tire mark was aligned with the white paint of the runway centerline, an...