Inadequate Airspeed, Failure to Activate Deice Boots Among Causes Cited by NTSB in Pueblo, Colorado Corporate Jet Crash

NTSB determined February 2005 crash of Cessna Citation owned by Circuit City Stores, Inc., caused by flight crew's failure to effectively monitor and maintain airspeed and comply with procedures for deice boot activation, leading to aerodynamic stall.


The National Transportation Safety Board determined today that the February 2005 crash of a Cessna Citation owned by Circuit City Stores, Inc., was caused by the flight crew's failure to effectively monitor and maintain airspeed and comply with procedures for deice boot activation on their approach to Pueblo, Colorado, which led to an aerodynamic stall. Contributing to the accident was the FAA's failure to establish adequate certification requirements for flight into icing conditions, which led to the inadequate stall warning margin provided by the airplane's stall warning system.

The accident occurred on February 16, 2005, when the first of two Cessna Citation aircraft carrying Circuit City employees to a meeting in California crashed just east of the Pueblo Memorial Airport. All six passengers and the two flight crewmembers were killed in the crash.

"This accident underscores the importance of flight crews carefully monitoring and cross checking flight instruments during approach," stated NTSB Chairman Mark V. Rosenker. "We would also like to see more progress from the Federal Aviation Administration on major icing recommendations we issued a decade ago."

The Board's investigation determined that the aircraft encountered icing conditions during the flight resulting in an accumulation of thin, rough ice on the wing leading edges that degraded the aircraft's performance. According to the Cessna 560 airplane flight manual (AFM), pilots are trained to increase the landing reference airspeed whenever any residual ice is present or can be expected during approach and landing. An examination of the cockpit voice recorder (CVR) did not record either pilot mention increasing the airspeed during the approach.

Additionally, company and AFM procedures for approach and landing in icing conditions required pilots to activate the deice system when any ice accumulation, regardless of thickness, was visible and to continue to monitor the wing leading edges for ice. Despite this guidance, there is no evidence that the accident flight crew activated the deice boots during the approach. The flight crew of the trailing Circuit City "sister ship" did cycle the deice boots numerous times and maintained increased airspeed during the approach and subsequently landed safely.

As a result, the Board recommended that the Federal Aviation Administration require that operational training for the Cessna 560 (Citation) aircraft emphasize the AFM requirements to increase airspeed and operate the deice boots during approaches when ice is present on the wings. The Board also recommended that the FAA require that all airplanes equipped with pneumatic deice boots have a mode that will automatically continue to cycle the deice boots once the system has been activated.

The investigation also determined that the airplane's stall warning system did not activate until after the aerodynamic stall occurred. The warning system is intended to provide flight crews with adequate warning of an impending stall in time to take preventative action. Because of the higher stall speeds that occur in icing conditions, the margin between the warning and the stall occurrence can be diminished. The Board recommended that the FAA require modification of the Cessna 560's stall warning system to provide an adequate warning margin in icing conditions that existed on this approach.

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