POUGHKEEPSIE, NY, USA
N29X
CESSNA S550
WITNESSES RPRTD ACFT WAS HI DRG APCH & LNDD NOSEWHEEL 1ST ABT 1600' BYD THRESHOLD, THEN BCM AIRBORNE & BOUNCED 2 TIMES. PLT STATED THAT BFR TCHDWN, HE STARTED TO 'SPOOL UP' ENGS, BUT NOTED LACK OF RESPONSE, THEN RETARDED THROTTLES & LNDD. HE SAID HE APPLIED BRAKES & SELECTED 'FULL REVERSE' & NOTED NO RESPONSE. RPRTDLY, NOSEWHEEL 'SKIPPED INTO AIR' WHILE ACFT STILL HAD FLYING SPEED. WITH INSUFFICIENT RWY RMNG TO STOP, HE ELECTED TO STOW REVERSERS & BGN GO-ARND. HE NOTED NO RESPONSE FM ENGS, THO ACFT HAD BCM AIRBORNE. ACFT THEN SETTLED BYD DEP END OF RWY & CRASHED ON ROUGH TRRN. EXAM REVEALED ENGS HAD INGESTED TWIGS, GRASS & DIRT. REVERSE LOAD LIMITERS (L/L) ON BOTH ENGS WERE FND IN TRIPPED PSN. FLT MAN STATED THAT TO AVOID ACTUATION OF L/L, DO NOT ADVANCE PRIMARY THROTTLE AFTER RTRNG REVERSE THRUST LEVER TO STOW UNTIL UNLOCK LIGHT IS OUT; MAINT REQUIRED TO RESET ACTUATED L/L. L/L WAS INCORPORATED ON THRUST REVERSER TO REDUCE ENG PWR TO IDLE, IF INADVERTENTLY DEPLOYED IN FLT. DRG POST-ACDNT CHK, BOTH ENGS WERE OPERD TO 85% AFTER L/L RESET.
THE PILOT'S IMPROPER USE OF THE POWERPLANT CONTROLS, WHICH RESULTED IN ACTUATION (TRIPPING) OF THE REVERSE LOAD LIMITERS ON THE THRUST REVERSERS AND SUBSEQUENT REDUCTION OF AVAILABLE POWER IN BOTH ENGINES. FACTORS RELATED TO THE ACCIDENT WERE: THE PILOT'S MISJUDGEMENT OF DISTANCE, EXCESSIVE AIRSPEED, AND IMPROPER FLARE DURING THE LANDING.
Source: NTSB Aviation Accident Database
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