Cessna 525A accident near Dexter, Maine, October 7, 2002
On October 7, 2002 at about 2:17 pm local time, a Cessna 525A, registered N57EJ, was substantially damaged in an accident near Dexter, Maine (Dexter Regional Airport). It was a business flight under general aviation rules (Part 91). 2 people were seriously injured and 2 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
was the pilot's improper decision to land with excessive speed, and his delayed decision to perform an aborted landing, both of which resulted in a runway overrun. A factor was the tail wind.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 7, 2002 · about 2:17 pm local time
- Place
- Dexter, Maine · Dexter Regional Airport · map
- Type
- Accident
- Injuries
- 2 people were seriously injured and 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 525A · all 525As on the register
- Registration
- N57EJ · no longer on the register · serial 525A-0057
- Damage
- Substantial damage
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot/owner initiated a VFR approach and landing in a Cessna 525A, to a 3,009-foot long runway with a tailwind of about 7 knots. The touchdown was 642 feet past the approach end of the runway. Vref was calculated to be 108 kts; however, data from the EGPWS showed the ground speed was about 137 kts, 9 seconds before touchdown, and at touchdown, the speed was estimated to be about 130 kts. After touchdown, the pilot selected ground flaps, which moved the flaps from 35 degrees to 60 degrees, the spoilers auto-deployed, and the speed brakes were extended. The pilot said that after applying the brakes, he felt the brakes pedals pulsing, and did not think the airplane was slowing. He released the brakes for a few seconds and then reapplied them. Again, he felt the pulsing in the pedals, but the airplane was not slowing as he expected. He released the brakes, reset the flaps to takeoff, and applied power to abort the landing when he was about halfway down the runway. The airplane departed the end of the runway and traveled for about 300 feet. Skid marks revealed the initial touchdown was most like made with brakes applied, and no locked wheel crossover protection. Additional skid marks revealed the airplane became airborne after touchdown, and in the next 750 ft, touched down 3 more times, each subsequent touchdown occurring without the full weight of the airplane on the wheels. Tire marks on the last half of the runway were consistent with brakes applied and anti-skid operative. Using the approved flight manual standards, the airplane would have required 3,155 feet to stop. This was predicated on crossing the threshold at 50 feet, at Vref, and included a ground roll of 1,895 feet. However, the pilot touched down at 642 feet from the threshold, which left sufficient runway for stopping. Using the pilot's touchdown point of 642 feet, the airplane was capable of stopping on the runway with a Vref as high as 120 kts. The approach was unstabilized with 4 aural warnings, including 2 sink rate warnings on final approach, the last of which occurred with a descent rate of over 1,700 fpm down, 19 seconds prior to touchdown, and about 400 feet above the ground. The last airborne GPS position was about 2,000 ft from runway touchdown. This would have required a flight path angle of about 3.8 degrees to achieve the reported touchdown position.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record from the NTSB's investigation tables, in plain English
Pilot
- Certificate: airline transport pilot, private
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 2,450 hours in all; 872 in this make and model; 48 in the last 90 days; 26 in the last 30 days; 2,422 as pilot in command; 48 on instruments
- Last flight review: November 29, 2001
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: serious injuries
The aircraft
- Airframe total time: 113.1 hours
- Last inspection: approved inspection programme, September 18, 2002; 7 hours since
- Maximum gross weight: 12,375 lb
- Seats: 8
- Landing gear: retractable
- Engine 1: Williams International FJ44-2C (turbofan); 0 hours total
- Engine 2: Williams International FJ44-2C (turbofan); 0 hours total
The flight
- Departed from: 4B8 Plainville CA at 1:30 pm
- Destination: 1B0 Dexter ME
- Flight plan: IFR
- Runway 34, 3,009 ft by 80 ft
Weather at the time
- Light: daylight
- Wind: from 200° at 6 knots
- Visibility: 10 statute miles
- Sky: overcast at 2,100 ft
- Temperature: 52°F (11°C), dew point 48°F (9°C)
- Altimeter: 30.00 inHg
- Observation at 1:53 pm from BGR, 21 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 1 | 2 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.