Accident Overview
On January 4, 2009, at 0209 eastern standard time, a Cessna 550, registration N815MA, was substantially damaged when it impacted a runway during a forced landing with the landing gear retracted at Wilmington International Airport (KILM), Wilmington, North Carolina. The airplane was operated under Title 14 Code of Federal Regulations Part 91 on an international instrument flight rules (IFR) flight plan. Instrument meteorological conditions prevailed at the time of the accident.
Flight History
The flight departed La Isabela Airport (MDJB), Santo Domingo, Dominican Republic, on January 3, 2009, at about 2220. The captain reported 5,008 pounds of fuel on board for the 1,090 nautical mile (straight line) flight. According to the captain, the airplane "ran out of fuel." The crew attempted three instrument landing system (ILS) approaches to runway 24, but due to fog at the airport, they could not 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 informed 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. Using the airplane's global positioning system, they located the center of the airport and aimed at the intersection of the runways. Approximately 50 feet above ground level, the captain saw a row of lights, paralleled them, and landed gear up heading southwest near taxiway G, which intersected runway 6/24. The airplane overran the runway and impacted several approach light stands for runway 24, coming to rest 2,242 feet past the initial touchdown. The captain noted that he tried to lower the landing gear before landing, but the airplane was "too low" and the gear would not extend without engine power.
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), and 1,400 total hours in type, with 914 hours as PIC. 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, including 1,137.1 hours 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.
Aircraft Information
The accident airplane was manufactured in 1982 and issued an airworthiness certificate on May 20, 1982. It was powered by two Pratt & Whitney JT15D-4 Series turbofan engines. According to the captain, the airplane was last inspected using a conditional airworthiness inspection on September 10, 2008, at which time it 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 above ground level, an overcast cloud layer at 500 feet, 1/2 statute mile visibility in fog, temperature 11°C, dew point 10°C, and an altimeter setting of 30.14 inches of mercury. The captain indicated he received a weather briefing via telephone/computer, and noted that the forecast for KILM was 800 to 900 overcast and 3 statute miles visibility. The Terminal Area Forecast (TAF) for arrival time expected calm winds, visibility over 6 miles, and a broken cloud layer at 700 feet. The captain reported that the airplane encountered "severe headwinds" en route.
Communications
FAA transcripts indicate that the crew initially contacted Miami Air Route Traffic Control Center (ARTCC) at 2233, reporting at flight level 280. Subsequent communications included descent instructions and handoffs to Jacksonville and Washington ARTCCs. At 0150, the first officer reported a missed approach and requested another approach. At 0152, the controller mentioned that weather was better at an airport 36 miles north, but the crew stated they needed to clear customs at KILM. At 0204:30, the first officer declared an emergency with one engine out. The controller offered vectors to Albert Ellis Airport, but the first officer declined due to low fuel. At 0205:38, the first officer again reported low fuel. The last transmission from the first officer was at 0209:33, acknowledging that the airplane was over the airport. At 0210:30, the controller advised radar contact lost.
Wreckage and Impact Information
An FAA inspector examined the airplane at 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
According to the Cessna Citation Operators Manual, at flight level 290 with a 25-knot headwind, the flight could travel 1,302 nautical miles; at FL270, 1,239 nautical miles, using all fuel and following a specific climb and cruise profile, but not accounting for instrument approach distance and time. The actual flight profile flown was not determined. Federal Air Regulation 91.167 requires sufficient fuel to complete the flight to the destination, fly to an alternate, and then 45 minutes at normal cruising speed. The captain's written statement indicated the airplane arrived at KILM with about 1,000 pounds of fuel (approximately 0.55 minutes) remaining. The Cessna Citation Operating Manual notes that the landing gear is electrically controlled and hydraulically operated, with an emergency extension system using a red AUX GEAR CONTROL T-handle under the pilot's instrument panel.