N789CN

HISTORY OF FLIGHT

On November 11, 2003, at 1342 central standard time, a Cessna 560XL, N789CN, operated by West Coast Charters and piloted by an airline transport pilot (ATP), was substantially damaged when it overran runway 34 (5,000 feet by 150 feet, asphalt) during an aborted takeoff at Palwaukee Municipal Airport (PWK), Wheeling, Illinois. The charter flight was operating under 14 CFR Part 135 and was on an instrument flight rules (IFR) flight plan. Visual meteorological conditions prevailed at the time of the accident. The two pilots and three passengers reported no injuries. The flight was originating at the time of the accident and had an intended destination of John Wayne-Orange County Airport (SNA), Santa Ana, California.

In a written statement, the operator's director of operations stated: "Flight crew rejected [takeoff] at VR when pilot flying could not rotate normally. Crew was unable to stop on remaining runway (34). Aircraft ran off the end of runway onto grass area."

The aircraft came to rest approximately 300 feet past the end of the pavement, striking eight approach lights before coming to rest. The right main landing gear and nose gear collapsed.

A witness reported that he was looking out of a window, which viewed the last approximately 1,000 feet of the departure end of the runway. He stated that he saw the accident aircraft "traveling at a high rate of speed [and] attempting [a] hard deceleration." He reported that the engine thrust reversers, spoilers, and flaps were deployed. He observed occasional puffs of smoke from what appeared to be the left main wheel. The aircraft subsequently departed the end of the runway.

A transcript of the Cockpit Voice Recorder (CVR) recording was prepared. The transcription began about ten minutes prior to landing at PWK on the inbound flight. Times presented are elapsed time from the beginning of the recording, not the actual time of day. The complete CVR transcript is included in the docket material associated with this report.

At 0122:13 elapsed recording time, the captain informed the passengers over the aircraft's public address system that the flight was approximately 17 miles from PWK and asked them to verify that their seatbelts were fastened. At 0128:39, air traffic control (ATC) stated that the flight was 4 miles from the final approach fix and cleared them for the approach.

At 0129:30, the first officer stated: "So the HYD [hydraulic pressure] light won't go off?" The captain responded: "It will if the stab's [stabilizer] movin... what's wrong with that thing?" The flight was cleared to land by PWK tower at 0129:48.

At 0130:58, the captain stated: "And yeah flaps full." At 0131:36, the first officer stated: "Yeah, its basically just a land as soon as practical," followed by "flaps are full, REF is twelve... damper to go." The captain replied: "When you bring the flaps up, bring them all the way up, I wanna make sure it goes out again."

At 0133:29, after the aircraft had landed, the captain stated: "Gotta put that HYD PRESS light out, otherwise we got a problem... we can't go five hours with the hydraulic pump runnin." The transcript indicates that the flight subsequently taxied to the ramp.

At 0155:28, the captain requested taxi clearance. He also stated: "Speedbrakes down, flaps are set at seven." At 0156:28, the captain stated: "its not gonna shut off, either... so uh, I don't wanna listen to that this whole time. I don't think its movin at all... you see how fast the HYD light just went out." The first officer replied: "Well we don't have flaps seven takeoff data. I'm sorry, flaps zero takeoff data." The captain stated: "We'll still go with seven... I'm just sayin we'll put 'em at seven once we get in position."

At 0157:57, while the flight was taxiing for takeoff, the captain remarked: "Short runway, full fuel, with a stab [stabilizer] that's not moving, this could get interesting." At 0158:54, he stated: "Speeds are set, N1's in the box... flaps set, uh- will be set."

At 0200:05, the captain stated: "I'm gonna uh, recommend that you make this more... of a static run up than we usually do. The first officer acknowledged "Ok," and the captain continued: "If this thing won't unstick, we gotta figure out how to stop it... I don't think it will be a problem, but."

At 0202:36, PWK tower cleared the flight for takeoff. Subsequently, a sound similar to an increase in engine noise was recorded through the cockpit area microphone. The first officer stated: "You let me know when you want me to release." The captain replied: "I'd go up to about fifty percent."

At 0203:04, a sound similar to the no takeoff warning horn begins. The captain stated: "Give it a chance, it'll catch up." Five seconds later, the first officer asked "What are we doin, man?", and the captain replied "That's cause of the stabilizer... it'll be allright though."

At 0203:16, the captain called "V1 rotate," followed by to a sound similar to a decrease in engine noise. The sound similar to the no takeoff warning horn stopped. At 0203:27, the captain stated: "Get on it man, get on it... get on it... get on it." The first officer replied, "I'm on it."

At 0203:32, a sound similar to an increase in engine noise begins. Three seconds later the captain stated: "watch * move * miss those lights. Miss 'em, miss 'em." Two seconds after that, the sound of loud bangs was recorded over the cockpit area microphone. At 0203:41, the captain stated: "We got a major problem (on our hands)," and a sound similar to a decrease in engine noise was recorded over the cockpit area microphone.

PERSONNEL INFORMATION

The pilot-in-command held an ATP certificate with multi-engine land and single-engine land airplane ratings. His type ratings included the CE-560XL, CE-500, B-727, B-737 and BA-3100. He held a first class airman medical certificate with no limitations, issued May 6, 2003. His total flight experience was reported as 8,400 hours; 850 hours of which were in a CE-560XL. He completed CE-560XL recurrent training on June 16, 2003.

The second-in-command held an ATP certificate with multi-engine land airplane, single-engine land airplane and glider ratings. His certificate included a CE-560XL type rating. He held a first class airman medical certificate with no limitations, issued September 25, 2003. His total flight experience was reported as 2,400 hours; 670 hours of which were in a CE-560XL. He completed upgrade training and earned a CE-560XL type rating on August 28, 2003.

AIRCRAFT INFORMATION

The Cessna Citation Excel, CE-560XL, is a twin turbo-fan engine, pressurized, transport category aircraft. The aircraft design was approved by the Federal Aviation Administration (FAA) on April 22, 1998, under Type Certificate A22CE. It was approved for flight to 45,000 feet and at a maximum mach number/airspeed of .750/305 knots. Two Pratt & Whitney PW-545A turbofan engines power the aircraft, each with a maximum thrust rating of 3,800 lbs.

According to manufacturer's records, the accident aircraft, serial number 560-5070, was originally delivered on March 20, 2000. The current owner acquired the aircraft on May 24, 2002. The aircraft was subsequently brought under management of the operator, West Coast Charters, and was used for charter operations.

The aircraft was being maintained under the manufacturer's inspection program. The most recent inspection was on August 30, 2003. The recording hour meter installed in the cockpit indicated 1060.5 hours at the time of the post-accident inspection.

One maintenance record concerning the stabilizer mis-compare annunciator light was located. A maintenance discrepancy report dated December 23, 2002, stated the pilot had reported that the stabilizer mis-compare annunciator light had come on during flight. According to the discrepancy report, maintenance personnel performed a functional check of the stabilizer and could not duplicate the problem. No other discrepancy reports or maintenance write-ups were located concerning the two-position stabilizer, or the stabilizer miscompare or no-takeoff warning systems.

The Citation Excel's flight controls are mechanically actuated by cables, with the exception of the flaps, speed brakes, and two-position horizontal stabilizer. The two-position horizontal stabilizer design provides a takeoff/landing setting, which is two degrees down, and a cruise setting, which is one-degree up. There are no intermediate settings.

When the flap handle is moved out of the flap up (0-degree) position, a micro-switch in the pedestal commands a hydraulic pump and jackscrew assembly to position the stabilizer in the takeoff/landing (2-degree down) position. Cycle time to reposition the stabilizer is approximately 25 seconds. When the flap handle is returned to the up position, the system reverses the hydraulic circuit and the stabilizer is moved to the cruise (1-degree up) position. A pneumatic switch prevents inadvertent movement of the two-position stabilizer when the aircraft's airspeed is above 205 knots.

Two independent warning systems were incorporated into the aircraft design to alert the flight crew in the event the horizontal stabilizer is not properly positioned for takeoff or landing. A stabilizer miscompare annunciator light (STAB MIS COMP) and master caution warning are displayed to the crew when the flap handle and horizontal stabilizer are not in corresponding positions (e.g., if the flap handle is up and the stabilizer is in the takeoff/landing position). The stabilizer miscompare warning provides approximately 30 seconds delay from the time the flap handle is moved (stabilizer up or down commanded) until a warning is displayed. This allows the stabilizer to complete its travel from one position to the other.

A no-takeoff warning (NO TAKEOFF) will be displayed when the aircraft is on the ground and one or more of the followin...