History of Flight
On November 3, 2011, at approximately 1213 eastern daylight time, a Cessna 550, registration N938D, operated by South Aviation, overran runway 9 during landing at Key West International Airport (EYW), Key West, Florida. The two airline transport pilots and three passengers were uninjured. Visual meteorological conditions prevailed, and an instrument flight rules flight plan had been filed. The business flight originated from Fort Lauderdale/Hollywood International Airport (FLL).
The pilot-in-command (PIC) conducted a visual approach to runway 9. He flew a downwind leg at 1,500 feet and 130 knots indicated airspeed, turned onto final at 1,000 feet, and flew the approach at 106 knots. Touchdown occurred 800 feet down the runway at 95 to 100 knots. The PIC extended the speed brakes upon touchdown. After traveling another 800 feet, he attempted to apply wheel braking but found the brake pedals hard and unresponsive. He then pulled the emergency brake handle, which also produced no braking. The airplane subsequently left the runway and entered the EMAS bed.
The second-in-command (SIC) reported that the airplane had last been operated approximately two months prior. The flight was intended to demonstrate the aircraft to a potential buyer. The takeoff, cruise, and approach were uneventful. Touchdown occurred at the reference speed of 103 knots. Both pilots attempted wheel braking without effect. A passenger who was also a pilot noted that the brakes had functioned normally during taxi at FLL; after landing at EYW, no braking was felt.
Personnel Information
The PIC held an airline transport certificate with multiple type ratings, including the CE-500. He had 14,200 total flight hours, with 1,200 in the accident make and model. His most recent FAA first-class medical certificate was issued on July 30, 2010.
The SIC held an airline transport certificate with a type rating for the HS-125. He did not hold a type rating for the Cessna 550. He reported 7,000 total flight hours. His most recent second-class medical certificate was issued on December 27, 2010.
Aircraft Information
The aircraft was a Cessna 550, a low-wing, pressurized, twin-engine airplane certificated under 14 CFR Part 25. It was equipped with an anti-skid system and manually operated speed brakes but no thrust reversers. The engines were two Pratt & Whitney Canada JT15D-4 turbofans. The airplane was manufactured in 1982.
Maintenance was conducted under the Cessna continuous inspection program. According to CAMP Systems records, the last Phase 1 through 4 inspections were completed on December 12, 2008, and were required to be completed by December 31, 2010. The last Phase 5 inspection was listed as completed on December 29, 2008, with the next due by December 28, 2011. No maintenance transaction reports had been supplied to CAMP Systems since 2009. However, operator-provided records indicated that the most recent inspection was completed on September 5, 2011, and included 13 phase inspections (including a Phase 5), a cockpit voice recorder operational test, and servicing of the emergency brake and landing gear nitrogen. At that time, the airplane had 9,896.5 total flight hours.
Meteorological Information
At 1153, the reported weather at EYW included variable winds at 6 knots, 10 miles visibility, clear skies, temperature 27°C, dew point 20°C, and an altimeter setting of 30.08 inches of mercury.
Airport Information
Runway 9 at Key West International Airport was equipped with an engineered materials arresting system (EMAS) at its end. The EMAS bed was designed to decelerate an overrunning aircraft with minimal damage.
Wreckage and Impact
After leaving the paved runway, the airplane traveled 35 feet across pavement between the runway end line and the EMAS bed before entering the EMAS. The main wheels broke the top surface of the EMAS, and the nose wheel initially left a tire track on top before breaking through after 40 feet. The airplane was stopped after approximately 144 feet within the EMAS.
Examination of the airplane revealed the wing flaps in the LAND position (40 degrees), speed brakes extended. Minor damage included separation of the nose landing gear tire and trunnion, partial separation of the left landing gear door, scrapes on lower fuselage, loose battery hold-down clamp wing nuts, and engine ingestion of dirt and dust.
Tests and Research
Cessna Aircraft Company calculated landing distances for the incident weight and conditions. Using a landing weight of 12,700 pounds, sea level, dry runway, and 30°C, the Aircraft Flight Manual (AFM) provided distances: 3,220 feet with a 10-knot tailwind, 2,340 feet with no wind, and 2,210 feet with a 10-knot headwind. The actual temperature was 27°C, which would have a negligible effect.
Radar data indicated the airplane descended from 14,000 feet mean sea level, entered a right downwind for runway 9, and was on final approach at 100 feet and approximately 112 knots about 1 mile from the threshold.
Video from airport surveillance was used to calculate ground speeds during landing rollout. At approximately 1,935 feet from the threshold, the airplane had decelerated to about 80 knots; at 2,443 feet, about 73 knots; at 3,769 feet, about 63 knots; and at 4,456 feet, about 57 knots. The deceleration was consistent with no braking effect.
Examination of the cockpit revealed no emergency procedures checklist present; only a single-page SimCom laminated checklist titled "Normal Procedures" marked "For Training Purposes Only." A copy of the AFM and a Cessna checklist were found in a cabin box, but the checklist was for an incorrect model and the AFM did not contain current revisions.
The cockpit voice recorder was found to have poor audio quality; the recording was not pertinent to the investigation and indicated the unit may have been inoperative or overwritten. Internal inspection showed corrosion and a non-functioning tape mechanism.
Post-Incident Actions
After the incident, the aircraft was sold as salvage by the insurance carrier. The new owner found no anomalies that would have precluded normal brake operation, and the airplane was successfully flown under a ferry permit from EYW to a facility in Vermont.