History of Flight
On September 29, 2013, at 1820 Pacific daylight time, a Cessna 525A Citation, registration N194SJ, veered off the right side of runway 21 and collided with a hangar at Santa Monica Municipal Airport (SMO), Santa Monica, California. The private pilot and three passengers were fatally injured, and the airplane was destroyed by a post-crash fire. The airplane was registered to CREX-MML LLC and operated by the pilot under 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed for the flight, which operated on an instrument flight rules flight plan. The flight originated from Hailey, Idaho, about 1614.
Witnesses reported observing the airplane make a normal approach and landing on centerline within the runway touchdown zone markings. During the roll out, the airplane started to drift to the right side of the runway, the nose pitched up suddenly and dropped back down, then the airplane veered off the runway and impacted the 1,000-foot runway distance remaining sign. It continued traveling in a right-hand turn and impacted a hangar structural post with the right wing. The airplane came to rest inside the hangar, and damage to the hangar structure caused the roof to collapse onto the airplane. A post-accident fire quickly ensued.
On-scene examination of the wreckage and runway revealed no airplane debris on the runway. The three landing gear tires were inflated and exhibited no unusual wear patterns. The FAA control tower local controller reported that the pilot did not express any problems over the radio prior to or during the landing.
Personnel Information
The pilot, age 63, held a private pilot certificate with ratings for airplane single and multiengine land, and instrument airplane, issued March 27, 2004, and a third-class medical certificate issued May 21, 2012, with the limitation that he must wear corrective lenses. The pilot's current logbook was not located. Examination of copies from the pilot's previous logbook showed the last entry was dated June 5-7, 2009, and totaled his flight time as 3,463.1 hours, with 1,236.2 hours in the Cessna 525A. On the pilot's May 21, 2012, application for his FAA medical certificate he reported 3,500 hours total time, and 125 hours within the previous 6 months. The pilot had logbook endorsements from Flight Safety International for flight reviews and proficiency checks dated from January 19, 2002, to March 31, 2008. Training records provided by Flight Safety showed that he had completed Citation Jet (CE525) 61.58 Recurrent PIC training on February 27, 2013.
The person occupying the right seat in the cockpit was a non-pilot rated passenger.
Aircraft Information
The low wing, six-seat, retractable landing gear business jet, serial number 525A0194, was manufactured in 2003 and based at Santa Monica Airport. It was powered by two Williams International FJ44-2C engines, each capable of producing 2,400 pounds of static thrust at sea level. The most recent maintenance was performed on September 7, 2013, and included hydrostatic test of fire extinguisher bottles, battery functional check, pitot-static system check, transponder calibration check, visual corrosion inspections on the landing gear and horizontal/vertical stabilizer spars, and a generator control unit wire bundle service bulletin. As of September 7, total airframe hours were 1,932.8. Total time on the number one engine was 1,932.8 hours with 1,561 cycles, and on the number two engine also 1,932.8 hours with 1,561 cycles. Total landings were 1,561. The aircraft was not equipped with a flight data recorder or a cockpit voice recorder.
The flap system from the Cessna 525 Operating Manual describes trailing edge flaps that are electrically controlled and hydraulically actuated, with normal travel from 0 to 35 degrees and a ground flaps position of 60 degrees for additional drag during landing roll. The speed brake system includes panels on upper and lower surfaces of each wing, electrically controlled and hydraulically actuated, and automatically deploy when ground flaps are selected. The brake system has an independent power brake and anti-skid system, with a pneumatic emergency brake valve as backup.
Meteorological Information
Recorded weather data from Santa Monica Airport ASOS at 1824 showed wind from 240 degrees at 4 knots, visibility 10 statute miles, clear sky, temperature 21°C, dew point 12°C, altimeter 29.97 inHg. The solar azimuth at 1820 PDT was 264.33 degrees, and solar elevation was 3.59 degrees above the horizon, placing the Sun near horizon level about 54 degrees to the right of runway 21 centerline.
Aerodrome Information
Santa Monica Municipal Airport has a single 4,973 by 150-foot asphalt/grooved runway oriented 03/21, with a downhill gradient to the west of 1.2%. There are no overrun areas. The departure end of runway 21 terminates in an approximately 50-foot drop off into residential housing. Along the last third of the northern side of runway 21 are privately-owned hangars with a rising embankment. The runway physical condition was good with no evidence of broken asphalt, debris, pot holes, or water.
Wreckage and Impact Information
Visible tire track marks from the right main landing gear tire started at 2,840 feet from the threshold of runway 21. The airplane veered right, colliding with the 1,000-foot runway remaining sign, crossing over taxiways A2 and A1, and finally colliding with the last row of hangars on the northwest corner of the airport. Tire marks on the runway consisted of light scuff marks from the right main landing gear tire and became dark black transfer marks after the airplane veered off the runway. The collision with the hangar resulted in the hangar collapsing over the airplane. A post-accident fire erupted, damaging adjacent hangars.
The collapsed hangar structure was lifted and the wreckage removed. The fuselage had separated from the wing structure, rotated counter clockwise about 60 degrees. The pilot was in the left front seat, an adult female passenger in the right front seat, an adult female with her back against the cabin door, and an adult male in a right-hand seat mid cabin. Remains of two cats and a dog were also located within the cabin. The tail section aft of the pressure bulkhead was exposed to extreme heat/fire. The nose landing gear was extended with tire attached, no unusual wear. The right wing had separated at attach points; aileron and flaps were attached, speed brake/spoiler was deployed. The right main landing gear was extended, tire inflated. The tail section separated due to fire damage. Both engines remained attached. The left wing exhibited extreme fire damage at the root, flap and aileron attached, speed brake/spoiler deployed.
Medical and Pathological Information
An autopsy on the pilot determined the cause of death as combined effects of inhalation of combustion products and thermal burns. Toxicology tests were negative for ethanol, with acetaminophen and Rosuvastatin detected in urine. An autopsy on the right-seat passenger also ascribed the cause of death to combined effects of inhalation of combustion products and thermal burns. Toxicology on that passenger detected diazepam, dihydrocodeine, hydrocodone, and nordiazepam in liver and blood.
Additional Information
Brake system components were examined and tested; no discrepancies or anomalies were identified that would have precluded normal operation. The parking brake valve was CT-scanned; no anomalies were found. The Enhanced Ground Proximity Warning System (EGPWS) data recorded an excessive bank angle warning about 3 minutes after takeoff, but no other warnings. The landing time was recorded. An aircraft performance study using radar data, tire marks, and airport security video showed the approach was consistent with standard approach, but the ground roll was longer and faster than exemplar landings. Tire marks indicated braking occurred late. Flap and spoiler settings and thrust reverser deployment were unknown. Personal electronic devices recovered included an iPhone 4 with text messages and photos from before and during the flight, and an iPad 2 with a video of a previous takeoff showing an unrestrained dog near the throttle quadrant.