What happened
On March 26, 2012, a Cessna T206H Turbo Stationair, registration EC-KVB, was performing agricultural spraying operations over citrus groves near Bétera. After completing the mission, the pilot returned to Castellón Aerodrome (LECN) and entered the traffic pattern for runway 18.
During the final approach, the pilot configured the aircraft with 10 degrees of flaps and maintained an airspeed of 100 knots. This approach speed significantly exceeded the manufacturer's recommended range of 75–85 knots for short-field landings. The aircraft touched down near the end of the runway. Despite applying maximum braking, the pilot could not stop the aircraft within the remaining paved surface.
In an attempt to avoid an overrun, the pilot applied full power to perform a go-around. However, there was insufficient runway remaining to accelerate to takeoff speed. The aircraft continued down the runway, striking the airport perimeter fence. The terrain at the fence consisted of a gentle upward slope, which caused the aircraft to lift off the ground. The nose gear detached upon hitting a curb, and the aircraft eventually came to rest in a roundabout, impacting trees and decorative elements. The pilot sustained no injuries, but the aircraft suffered major damage.
The investigation
Investigators examined the aircraft's maintenance records, flight logs, and the physical evidence left on the runway. The investigation focused on the aircraft's performance capabilities versus the actual landing parameters used. Analysis of the runway marks confirmed that heavy braking began approximately 205 meters before the end of the paved surface.
Technical review of the flight manual indicated that a landing with the configured flap setting would have required 219.45 meters to stop, while a takeoff roll would have required 268.22 meters. The investigation also reviewed witness statements, including an observation from another pilot who noted the aircraft was traveling at an excessive speed and was floating during the touchdown phase.
Findings
- The pilot performed the landing in the final third of the runway, leaving insufficient distance for a safe stop.
- The approach speed of 100 knots was significantly higher than the recommended 75–85 knots for the configured landing.
- The decision to execute a go-around was made when there was insufficient runway remaining to reach the necessary rotation speed.
- The upward slope of the terrain beyond the runway perimeter fence contributed to the aircraft's uncontrolled flight path into the roundabout.