Incident Overview
On August 14, 2025, at approximately 1715 eastern daylight time, a Cessna 560XL, registration N802TD, sustained substantial damage during an accident near Oakland Park, Florida. The aircraft was operated as a Title 14 Code of Federal Regulations Part 91 business flight. The airline transport pilot and commercial pilot on board were not injured.
Preflight Activities
The pilots arrived at Fort Lauderdale Executive Airport (KFXE) around 1100 with the intention of flying to Orlando Executive Airport (ORL) with an estimated departure time of 1400. The airplane was at KFXE for painting, but shop personnel informed them upon arrival that the aircraft was not ready for release, delaying the departure. The pilot used this time to perform a quick walk-around, adjust the seat and rudder pedals, and planned a final operational check after the aircraft was towed to a fueling location.
When the aircraft was ready, the pilot conducted an external pre-flight check and arranged for 3,500 pounds of fuel. Paint shop personnel arrived, and both pilots assisted with operational checks including engine runs, control column manipulation for flight control positioning, and cycling the flaps from 0 to 35 degrees (five cycles). During this time, the pilot noticed the control column seemed closer than usual when full forward compared to other same-model aircraft, but the controls moved normally without binding or limitations.
Takeoff and In-Flight Difficulties
After completing normal pre-engine start checks, the pilots started the engines, taxied to the active runway, held short, and then taxied onto the runway after receiving takeoff clearance. Once on the runway, the pilot transferred control to the commercial pilot. The takeoff roll was uneventful, but upon retracting the landing gear, the pilot observed an unusually high pitch attitude and requested the commercial pilot lower the nose. When it became obvious she could not, the pilot assumed command and applied full forward pressure on the control column.
The crew declared an emergency and attempted a 180° left turn to return to the airport, but both pilots were unable to arrest the climb. The aircraft climbed to 9,500 ft, well above the assigned altitude of 2,000 ft mean sea level. The tower controller asked if they could see the runway, but the uncommanded steep climb prevented visual contact. The controller then instructed them to switch to a Miami Air Route Traffic Control Center frequency, but both pilots were pressing forward on the control column with both arms to prevent a stall.
Loss of Control and Landing
Over the next several minutes, the crew struggled to maintain control during a series of radical pitch-up events, leading to one or more stalls followed by an uncommanded steep pitch-down. The flight then proceeded toward Fort Lauderdale/Hollywood International Airport (KFLL) for landing on runway 10L. The pilot performed a 360° turn to reduce airspeed, with throttles at idle and speed brakes deployed, losing about 120 knots but still approximately 30 knots above normal approach speed. While continuing toward the runway, the aircraft pitched up uncommanded in ground effect. The pilot corrected and landed on the last quarter of the runway before bringing the aircraft to a full stop. After landing, the pilots taxied the aircraft following approval from emergency personnel.
Postaccident Examination
Postaccident examination of the aircraft revealed a bent elevator pushrod with evidence of contact with an adjacent structural member.