Cessna 525A CitationJet, Dexter, Maine, Oct. 7, 2002–Citation N57EJ was substantially damaged during a runway overrun at Dexter Regional Airport (1B0). The ATP pilot and one passenger received serious injuries, and two passengers received minor injuries. Last month the NTSB released the probable cause of the accident–the pilot’s improper decision to land with excessive speed and his delayed decision to perform an aborted landing, which resulted in the runway overrun. A factor was the tailwind of about seven knots.
The jet touched down 642 feet past the approach end of the runway. Vref was calculated to be 108 knots; however, EGPWS data showed the groundspeed to be 137 knots nine seconds before touchdown and 130 knots at touchdown. After touchdown, the flaps were moved from 35 degrees to 60, the spoilers auto-deployed and the speed brakes were extended. The pilot did not think the airplane was slowing and decided to abort the landing. With approximately 1,500 feet remaining, he advanced the power levers to takeoff and raised the flaps two notches to 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 hitting the ground, but he could not recall the airspeed when he overran the runway.
Skid marks showed that brakes were applied at initial touchdown and that the airplane became airborne after touchdown and in the next 750 feet touched down three more times, with the full weight of the airplane on the wheels. The marks showed that brakes were applied and that the anti-skid system was operative.
There was a final set of skid marks as the airplane departed the runway; it entered a grass overrun and came to rest intact approximately 300 feet past the departure end.
The airplane required 3,155 feet to stop; however, touching down 642 feet from the end of the runway did not leave sufficient room to stop at the aircraft’s speed. The approach was unstabilized, with four aural warnings from the EPGWS, including two sink-rate warnings on final, the last of which occurred with a descent rate of more than 1,700 fpm 19 seconds before touchdown and at about 400 feet agl.
