Accident In NC In 2009 Caused Substantial Damage To The Airplane, No Injuries

Fuel management is one of the principal tenets of learning to fly. And whether it's a J-3 Cub or, as in this case a Cessna 550, it just won't go if there's nothing in the tanks to burn. In this incident, the NTSB found that the pilot did not do his due diligence to be sure there was enough fuel to get to his destination with adequate reserves. Outside of that, crew qualifications appeared to be somewhat questionable, to boot.

NTSB Identification: ERA09LA130
14 CFR Part 91: General Aviation
Accident occurred Sunday, January 04, 2009 in Wilmington, NC
Probable Cause Approval Date: 12/20/2010
Aircraft: CESSNA 550, registration: N815MA
Injuries: 7 Uninjured.

During a night, northbound, international overwater flight that paralleled the east coast of the southeast United States, the airplane encountered headwinds. Upon arrival at the intended destination, the weather was below forecasted conditions, resulting in multiple instrument approach attempts. After the first missed approach, the controller advised the crew that there was an airport 36 miles to the north with "much better" weather, but the crew declined, citing a need to clear customs.

During the third missed approach, the left engine lost power, and while the airplane was being vectored for a fourth approach, the right engine lost power. Utilizing the global positioning system, the captain pointed the airplane toward the intersection of the airport's two runways. Approximately 50 feet above the ground, he saw runway lights, and landed. The captain attempted to lower the landing gear prior to the landing, but it would not extend due to a lack of hydraulic pressure from the loss of engine power, and the alternate gear extension would not have been completed in time. The gear up landing resulted in damage to the underside of the fuselage and punctures of the pressure vessel.

The captain stated that the airplane arrived in the vicinity of the destination with about 1,000 pounds of fuel onboard or 55 minutes of fuel remaining. However, air traffic and cockpit voice recordings revealed that the right engine lost power about 14 minutes after arrival, and the left engine, about 20 minutes after arrival. Federal air regulations require, for an instrument flight rules flight plan, that an airplane carry enough fuel to complete the flight to the first airport of landing, fly from that airport to an alternate, and fly after that for 45 minutes at normal cruising speed. The loss of engine power was due to fuel exhaustion, with no preaccident mechanical anomalies noted to the airplane.

The National Transportation Safety Board determines the probable cause(s) of this accident to be a loss of engine power due to the crew's inadequate in-flight fuel monitoring.

The airplane departed La Isabela Airport (MDJB), Santa Domingo, Dominican Republic, on January 3, 2009, about 2220. The certificated airline transport pilot captain, certificated commercial pilot first officer, and five passengers were not injured. The flight was operated under the provisions of Title 14 Code of Federal Regulations Part 91. Instrument meteorological conditions prevailed at the time of the accident and an instrument flight rules (IFR) flight plan was filed for the international flight.

The captain reported that there were 5,008 pounds of fuel on board for the 1,090 nautical mile (straight line) flight and that they had planned to depart earlier; however, they were waiting for passengers.

During an interview with the FAA inspector on scene, as well as one with an NTSB investigator, the captain stated that the airplane "ran out of fuel." The crew had attempted three instrument landing system (ILS) approaches to runway 24; however, due to fog at the airport, the crew was unable to see the runway environment. On the third missed approach, the No. 1 engine shut down and the pilots requested a vector from air traffic control (ATC) for a fourth approach. The first officer then stated to ATC that they were low on fuel.

While being vectored for the fourth approach, the No. 2 engine shut down and the crew requested an immediate turn to the airport. Utilizing the airplane's global positioning system, they were able to locate the center of the airport and "aimed the airplane at the intersection of the runways." Approximately 50 feet above ground level (agl), the captain saw a row of lights, paralleled the lights, landed gear up heading southwest near taxiway G, which intersected runway 6/24. The airplane subsequently overran the runway and impacted several approach light stands for runway 24, coming to rest 2,242 feet past the point of the initial touchdown.

In a written statement, the captain also noted that he had tried to lower the landing gear prior to the landing; however, the airplane was "too low," and the landing gear would not extend without engine power.

File Photo

PERSONNEL INFORMATION

The captain held an airline transport pilot certificate with ratings for airplane single-engine land, airplane multiengine land, and a type rating in the accident airplane make and model. He reported 6,914 total hours of flight experience, including 5,986 hours as pilot in command (PIC). He reported 1,400 total hours of flight experience in the accident airplane make and model, including 914 hours as PIC. The captain did not report the date of his most recent flight review. His most recent FAA first class medical certificate was issued on May 3, 2007.

The first officer held a commercial pilot certificate, with ratings for airplane single-engine land, airplane multiengine land, and instrument airplane. He reported 1,716.6 total hours of flight experience, including 1,137.1 total hours of flight experience in multiengine airplanes. His most recent flight review was completed on November 24, 2007 and his most recent FAA first class medical certificate was issued on March 6, 2008.

AIRPLANE INFORMATION

The accident airplane was manufactured in 1982, and was issued an airworthiness certificate on May 20, 1982. The airplane was powered by two Pratt and Whitney JT15D-4 Series turbofan engines. According to the captain, the airplane was last inspected utilizing a conditional airworthiness inspection on September 10, 2008, and at that time, the airplane had accrued 11,123 total hours of service.

METEOROLOGICAL INFORMATION

The 0153 recorded weather observation at KILM included winds from 020 degrees at 3 knots, a broken cloud layer at 100 feet agl, an overcast cloud layer at 500 feet agl, 1/2 statute mile (sm) visibility in fog, temperature 11 degrees C, dew point 10 degrees C, and an altimeter setting of 30.14 inches of mercury.

In a completed NTSB Pilot/Operator Report, the captain indicated that he had received a weather briefing via telephone/computer. In a written statement, the captain noted that the weather forecast for KILM "for this flight was 800 to 900 overcast and 3 sm visibility."

According to the 032339Z TAF (Terminal Area Forecast), KILM weather for the arrival time was expected to include calm winds, visibility in excess of 6 sm, and a broken cloud layer at 700 feet.

During a telephone interview, the captain reported that the airplane had encountered "severe headwinds" en route to KILM.

WRECKAGE AND IMPACT INFORMATION

The airplane was examined by an FAA inspector who responded to the accident site. The airplane sustained skin damage to the underside of the fuselage and several puncture holes into the pressure vessel. No other damage was noted.

ADDITIONAL INFORMATION

The Cessna Citation Operators Manual, Section VII, "Performance – Flight Planning" charts, revealed that at flight level (FL) 290 with a 25-knot headwind condition, the flight would be able to travel 1,302 nautical miles (nm). At FL270, the flight would be able to travel 1,239 nm. The distances included utilizing all fuel on board and flying at a specific climb and cruise profile; however, they do not take into consideration the amount of distance and time to complete an instrument approach.

The actual flight profile flown was not determined.

Federal Air Regulation 91.167, Fuel Requirements for Flight in IFR Conditions, states, in part, "(a) No person may operate a civil aircraft in IFR conditions unless it carries enough fuel (considering weather reports and forecasts and weather conditions) to –

(1) Complete the flight to the first airport of landing;
(2) Fly from that airport to the alternate airport; and
(3) Fly after that for 45 minutes at normal cruising speed."

According to the captain's written statement, the airplane arrived at KILM with "about 1,000 lbs of fuel (00.55 minutes) remaining."

The Cessna Citation Operating Manual, Section II, "Airplane and Systems," also noted that the landing gear was electrically controlled and hydraulically operated, and that there was an emergency extension system that could be actuated by a red AUX GEAR CONTROL T-handle located under the pilot's instrument panel.

FMI: www.ntsb.gov