N771HR

HISTORY OF FLIGHT

On June 30, 2007, at 1450 central daylight time (cdt), a 1974 Cessna model 500 (Citation), N771HR, piloted by a commercial pilot, was destroyed during a post-impact fire after colliding with a jet-blast deflector, airport perimeter fence, and residential structure during an aborted landing from runway 26 (4,875 feet by 100 feet, asphalt) at Dennis F. Cantrell Field Airport (KCWS), Conway, Arkansas. Visual meteorological conditions prevailed at the time of the accident. The personal flight was operating under the provisions of 14 Code of Federal Regulations Part 91 while on an instrument flight rules flight plan. The pilot was fatally injured and his passenger sustained minor injuries. An individual located in the residential structure was fatally injured. The flight departed Kickapoo Downtown Airport (T47), Wichita Falls, Texas, at 1337 cdt.

At 1130 cdt, the pilot contacted Lockheed Martin Automated Flight Service Station (AFSS) to file an instrument flight plan and to obtain a weather briefing. The planned route of flight was from T47 direct to the Ardmore VHF Omni-directional Range/Tactical Air Navigation (VORTAC) and then direct KCWS. The planned en route time was 1 hour 15 minutes. The briefer and the pilot then discussed an area of convective rain showers that affected the planned route of flight, the current weather conditions at the departure and destination airports, and the forecasted weather conditions along the route of flight and at the destination airport.

At 1337 cdt, the pilot contacted Fort Worth Air Route Traffic Control Center (ARTCC) after departing from T47. The pilot was cleared to KCWS as previously filed and to climb to 23,000 feet. At 1345 cdt, the pilot was cleared to 27,000 feet. At 1402 cdt, the pilot was rerouted to fly direct to the McAlester VORTAC and then direct KCWS to avoid an area of adverse weather. At 1411 cdt, the controller told the pilot of an area of moderate to heavy precipitation to the east of the airplane's position and that the planned route of flight would pass between two precipitation cells.

At 1412 cdt, the pilot contacted Memphis ARTCC and was subsequently cleared to descend at pilot's discretion to 24,000 feet. The pilot acknowledged the descent clearance and requested to deviate to the right to avoid some weather. At 1425 cdt, the pilot was cleared to descend to 17,000 feet and was issued the current altimeter setting for the Adams Field Airport (KLIT), Little Rock, Arkansas. At 1430 cdt, the pilot was cleared to descend to 5,000 feet.

At 1438 cdt, the pilot contacted Little Rock Approach Control and was told to expect a visual approach into KCWS. At 1439 cdt, the pilot was cleared to descend to 3,000 feet and was told to report when he had the airport in sight. At 1444 cdt, the pilot advised that KCWS was 6 miles at his 12 o'clock position. The controller cleared the flight for a visual approach into KCWS and told the pilot to cancel his flight plan either in the air or when on the ground. There were no additional communications between the pilot and air traffic control.

A witness to the accident was working at the fixed base operator (FBO) located on the airport. He responded to the pilot's radio call for an airport advisory on the CTAF. He told the pilot that the winds were out of the west between 5 and 10 knots, surface visibility was 10 miles, and that the runway was wet from a recent rain shower. The witness did not see where the airplane touched down on the runway. He reported that the airplane "did not slow enough to stop" and then "added power at the last second, lifted the nose wheel off the ground, and struck the [jet-blast deflector]" located at the end of runway. He stated that there was a "big ball of orange flames and black smoke" upon impact with the residential structure located off the end of the runway.

Another witness reported seeing the airplane on the runway surface approximately midfield traveling at a high rate of speed. The witness remarked that the airplane was traveling too fast in order to stop before the end of the runway. The witness then heard the airplane's engines increase in power with about 1/4 of the runway remaining. He stated that both wing flaps were extended and the nose landing gear was still on the runway. Shortly after the increase in engine power, the airplane impacted the jet-blast deflector and then the residential structure.

The passenger stated that he was seated on the bench seat located on the right side of the airplane. He said that the takeoff, cruise, and descent flight phases were uneventful. He noted that the pilot was aware of a rain storm that passed over the Conway area and that he "wasted a little bit of time" to let the storm pass-by. During landing he was looking out the windows on the left side of the airplane. He noted that the runway was "soaked and shiny with water." The airplane landed with a "hard bump" and then proceeded to "fishtail" from left to right. He recalled seeing "a lot of runway pass-by" and thinking to himself that "we've gone too far." He thought the airplane must have been equipped with thrust-reversers, because he heard the sound of the engines increase while having the sensation that the airplane was still braking. He then heard the engines increase power even more before the airplane lifted off the runway and struck the jet-blast deflector. After coming to rest, he was unable to open the cabin door using the inside latch handle and resorted to kicking the door open. After getting the door open, he attempted to get the pilot out of the airplane but was unable due to the intense heat and flames.

PERSONNEL INFORMATION

According to Federal Aviation Administration (FAA) records, the pilot of N771HR, age 72, held a commercial pilot certificate with airplane single and multiengine land, and instrument airplane ratings. The airplane single engine land rating was limited to private pilot privileges. He was type-rated for the Cessna model 500 airplane. The pilot's last aviation medical examination was completed on July 25, 2006, when he was issued a second-class medical certificate with the limitation that he wear corrective lenses for distance vision and possess glasses for near vision.

The pilot's flight logbook was not recovered during the investigation. When applying for his previous medical certificates, he reported his total flight experience and flight time completed within the past six months. As of July 25, 2006, he had 5,575 hours total flight experience and had flown 30 hours during the prior six months. Between July 18, 2005 and July 25, 2006, he accumulated 75 flight hours. Between April 16, 1996 and July 25, 2006, he accumulated 925 flight hours, for an overall average of about 90 flight hours per year.

A search of FAA records showed no previous accidents or enforcement actions. However, FAA records did reveal a March 15, 2007, incident where he was the pilot-in-command of an airplane that departed off the right edge of runway 26 while landing at KCWS. The airplane, N771HR, was not damaged and the pilot, the sole occupant, was not injured. Reportedly, the left main landing gear brake system was ineffective upon landing and had to be replaced before the airplane was returned to service.

AIRCRAFT INFORMATION

The 1974 Cessna model 500 (Citation), serial number 500-0206, was a twin-engine business turbojet airplane. The airplane was configured to seat two flight crew and seven passengers. The transport category airplane was originally issued a standard airworthiness certificate on November 18, 1974. The airplane was powered with two Pratt & Whitney Canada JT-15D-1A turbofan engines, serial numbers 76448 and 76469, each capable of producing 2,200 pounds of thrust. The airplane was maintained on a manufacturer approved inspection program (AAIP) and its most recent airframe inspection was completed on July 11, 2006, at a total service time of 4,752.6 hours. The last airframe maintenance was performed on May 1, 2006, at an airframe total service time of 4,811.1 hours. The left and right engines had accumulated 4,611.1 and 4,695.1 hours, respectively.

The aircraft's type-certificate data sheet listed a maximum takeoff weight of 11,500 pounds and a maximum landing weight of 11,000 pounds. According to the most recent weight and balance record, the aircraft empty weight was 6,982.65 pounds with a center-of-gravity location of 262.09 inches aft of datum.

The airplane had been modified with wing extensions by Supplemental Type Certificate No. SA2172NM. The wing extension modification allowed for a single-pilot operation. The airplane was not equipped with thrust reversers or an anti-skid braking system. The airplane was equipped with a wheel skid warning system. The airplane fuel system was modified by Cessna Service Bulletin No. 500-28-10, which increased the total fuel capacity to 581.6 gallons, 544 gallons usable.

The airplane was fueled with 320 gallons of Jet-A fuel before the accident flight. According to the refueling personnel, both wing tanks were filled to the bottom of the yellow metal tab adjacent to the filler neck, or about 4 inches from the top of the tank.

METEOROLOGICAL INFORMATION

The closest aviation weather reporting facility was located at Little Rock Air Force Base (KLRF), about 17 nm southeast of the accident site. The Air Force Base was equipped with an automated surface observing system (ASOS). At 1455 cdt, the KLRF ASOS reported the following weather conditions: Wind 130 degrees true at 6 knots; surface visibility 10 miles; few clouds at 4,900 feet above ground level (agl); temperature 33 degrees Celsius; dew point 21 degrees Celsius; altimeter setting 29.97 inches of mercury. The weather report indicated that there was lightning in the distant north.

The closest non-aviation weather station was located in Wooster, Arkansas, about 7 nm north of the accident ...