Cessna 525 N518AR accident near Pawtucket, Rhode Island

Probable cause

The flight crew's failure to maintain an appropriate approach speed and obtain an appropriate touchdown point on the runway, which resulted in a runway overrun.

NTSB analysis

After an uneventful instrument flight rules flight, the flight crew of the turbofan-powered airplane conducted an instrument approach to the 5,000-ft-long runway. The commercial pilot, who was the pilot flying, reported that the airplane's airspeed during the approach was "a little too fast" at 130 to 135 knots. A witness watched as the airplane flew beyond the runway touchdown zone and touched down on the runway with about 2,000 ft remaining. The flying pilot stated that he then "slammed on the brakes," and the airplane's antiskid system engaged. The airplane subsequently departed the end of the runway, struck several localizer antennae, and came to rest in trees and bushes beyond the departure end of the runway.

Although the flying pilot reported that the brakes felt "a little spongy" during the landing, the nonflying pilot stated that, during the landing, both pilots were applying the brakes and that it appeared that the brakes and the antiskid system were working. Postaccident examination of the brakes and brake lines showed no evidence of any preimpact anomalies, and intermittent tire skid marks near the end of the runway appeared consistent with braking and operation of the airplane's antiskid system. Postaccident calculations showed that the airplane's approach speed should have been about 114 knots; the airplane's actual approach speed was more than 130 knots. Additionally, the airplane's calculated landing distance was 2,650 ft; however, there was only about 2,000 ft of runway available when the airplane touched down. Given this information, it is likely that the flight crew approached the runway at an excessive speed and touched down with insufficient runway remaining to stop the airplane and prevent a runway overrun.

Text from the NTSB. Open the NTSB docket for ERA17LA014 for the full record.