Cessna 550 accident near Butler, Pennsylvania, January 24, 2007
On January 24, 2007 at about 2:05 pm local time, a Cessna 550, registered N492AT, was substantially damaged in an accident near Butler, Pennsylvania (Butler County airport). It was a positioning flight under general aviation rules (Part 91). 1 person was seriously injured and 3 people had minor injuries. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
The copilot's failure to maintain the proper airspeed, and failure to obtain the proper touchdown point, and the pilot-in-command's inadequate supervision, which resulted in an overrun. Contributing to the accident was the PIC's failure to activate the speed brake upon touchdown and the snow contaminated runway.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 24, 2007 · about 2:05 pm local time
- Place
- Butler, Pennsylvania · Butler County · map
- Type
- Accident
- Injuries
- 1 person was seriously injured and 3 people had minor injuries.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Cessna 550 · all 550s on the register
- Registration
- N492AT · no longer on the register · serial 550-0472
- Damage
- Substantial damage
- Flight
- Positioning flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The Citation 550 was being repositioned for an air ambulance transportation flight, and was on approach to land on a 4,801-foot-long, grooved, asphalt runway. The airplane was being flown manually by the copilot, who reported that the landing approach speed (Vref) was 106 knots. The pilot-in-command (PIC) estimated that the airplane "broke out" of the clouds about two miles from the runway. Both pilots stated that the airplane continued to descend toward the runway, while on the glide slope and localizer. Neither pilot could recall the airplane's touchdown point on the runway, or the speed at touchdown. Witnesses observed the airplane, "high and fast" as it crossed over the runway threshold. The airplane touched down about halfway down the runway, and continued off the departure end. It then struck a wooden localizer antenna platform, and the airport perimeter fence, before crossing a road, and coming to rest about 400 feet from the end of the runway. Data downloaded from the airplane's Enhanced Ground Proximity Warning System (EGPWS) revealed that the airplane's groundspeed at touchdown was about 140 knots. Review of the cockpit voice recorder suggested that the PIC failed to activate the airplane's speed brake upon touchdown. Braking action was estimated to be "fair" at the time of the accident, with about 1/4 to 1/2 inches of loose, "fluffy" snow on the runway. The PIC reported that he thought the runway might be covered with an inch or two of snow, which did not concern him. The copilot reported encountering light snow during the approach. Both pilots stated that they were not aware of any mechanical failures, or system malfunctions during the accident; nor were any discovered during post accident examinations. According to the airplane flight manual, the conditions applicable to the accident flight prescribed a Vref of 110 knots, with a required landing distance on an uncontaminated runway of approximately 2,740 feet. The prescribed landing distance on a runway contaminated with 1-inch of snow, at a Vref of 110 knots was approximately 5,800 feet. At Vref + 10 knots, the required landing distance increased to about 7,750 feet.
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, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instrument: airplane
- Flight time: 22,700 hours in all; 1,200 in this make and model; 139 in the last 90 days; 42 in the last 30 days
- Last flight review: November 1, 2005
- Medical certificate: Class 1 (with waivers/limitations)
- Seat: rgt
- Injury: serious injuries
Co-pilot
- Certificate: airline transport pilot, commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 1,951 hours in all; 110 in this make and model; 122 in the last 90 days; 31 in the last 30 days
- Last flight review: October 1, 2006
- Medical certificate: Class 1 (with waivers/limitations)
- Seat: left
- Injury: minor injuries
The aircraft
- Airframe total time: 10,735 hours
- Last inspection: continuous airworthiness programme, January 1, 2007; 65 hours since
- Maximum gross weight: 14,500 lb
- Seats: 7
- Landing gear: retractable
- Engine: Pratt & Whitney Canada JT15D-4 (turbofan); 0 hours total
- Fire on the ground
The flight
- Departed from: OKV Winchester VA at 12:20 pm
- Destination: BTP Butler PA
- Flight plan: IFR
- Runway 8, 4,801 ft by 100 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 220° at 3 knots
- Visibility: 2.5 statute miles
- Sky: broken clouds at 1,100 ft; a few clouds at 100 ft
- Temperature: 28°F (-2°C), dew point 23°F (-5°C)
- Altimeter: 30.02 inHg
- Observation at 1:55 pm from BTP
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | 1 | ||
| Passengers | 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.