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Accidents · NTSB OPS11IA054 · Final report

Dassault FALCON900EX and Cessna 680 and Cessna S550 incident near Teterboro, New Jersey, October 20, 2010

On October 20, 2010 at about 11:10 pm local time, 3 aircraft, Dassault FALCON900EX (PHILC) and Cessna 680 (N604CS) and Cessna S550 (N406CT), were involved in the same incident near Teterboro, New Jersey (Teterboro, New Jersey airport). No one was hurt; 5 people were on board or involved. The weather was visual conditions (good weather).

The NTSB's probable cause their words, unchanged

The pilot of the F900 overshooting of the final approach course, which conflicted with traffic in the pattern. Contributing to the accident was the lack of appropriate coordination between the tower controller and the approach controller.
The pilot of the F900 overshooting of the final approach course, which conflicted with traffic in the pattern. Contributing to the accident was the lack of appropriate coordination between the tower controller and the approach controller.
The pilot of the F900 overshooting of the final approach course, which conflicted with traffic in the pattern. Contributing to the accident was the lack of appropriate coordination between the tower controller and the approach controller.

Source: NTSB aviation accident database, copy made November 2, 2026. Docket and reports at the NTSB.

What the record shows

Date
October 20, 2010 · about 11:10 pm local time · cases in 2010
Place
Teterboro, New Jersey · Teterboro, New Jersey · cases near this airport · map
Type
Incident
Injuries
No one was hurt; 5 people were on board or involved.
Weather
visual conditions (good weather)
Aircraft 1
Dassault FALCON900EX NO SERIES · all FALCON900EXs on the register
Registration
PHILC · registered outside the United States
Damage
Not recorded
Flight
Flight · rules the NTSB did not record
Aircraft 2
Cessna 680 · all 680s on the register
Registration
N604CS · registry record · serial 680-0007
Damage
Not recorded
Flight
Flight of an unrecorded kind · rules the NTSB did not record
Aircraft 3
Cessna S550 · all S550s on the register
Registration
N406CT · registry record · serial S550-0038
Damage
Not recorded
Flight
Flight · rules the NTSB did not record

The NTSB's narrative for the Dassault FALCON900EX final · quoted from the NTSB record

Two operational errors occurred involving an F900, a C680 and a C550. The F900 had departed from runway 24 and, after reporting an abnormal fuel indicator light, stated that he needed to return to the airport. The tower local controller directed the F900 to enter the right downwind leg of the traffic pattern for runway 19 and attempted to sequence the airplane in front of the C680 that was arriving on a straight-in approach to runway 19. The C680 was directed to maintain minimum approach speed for sequencing behind the F900 and was notified of the F900 on the downwind leg. The local controller sequenced the F900 to follow an aircraft on short final for runway 19, but the F900 overshot the final approach course for runway 19 and was subsequently directed to enter the right base leg of the pattern for runway 24. The F900 and the C680 conflicted with each other with closest proximity being .6 miles lateral and 100 feet vertical. Seeing the developing conflict between the C680 and the C550, approach control directed the C550 to climb to 3000 feet and asked the local controller what heading the C680 was on. When asked, the C680 reported that his heading was “forty degrees continuing a turn to the left.” The local controller advised the front line manager that the C680 was heading 040 degrees, which was relayed to the approach controller, who then directed the local controller to have the C680 climb to 3000 feet. The tower controller then relayed the instruction and, thinking the C680 was on a steady heading, directed the C680 to commence an immediate right turn to de-conflict from the C550. The crew of the C680 advised they were in a hard left turn with traffic to their right and did not comply with the instruction. The C680 and C550 came within 200 feet vertical and 0.44 miles lateral of each other.

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 NTSB's narrative for the Cessna 680 final · quoted from the NTSB record

Two operational errors occurred involving an F900, a C680 and a C550. The F900 had departed from runway 24 and, after reporting an abnormal fuel indicator light, stated that he needed to return to the airport. The tower local controller directed the F900 to enter the right downwind leg of the traffic pattern for runway 19 and attempted to sequence the airplane in front of the C680 that was arriving on a straight-in approach to runway 19. The C680 was directed to maintain minimum approach speed for sequencing behind the F900 and was notified of the F900 on the downwind leg. The local controller sequenced the F900 to follow an aircraft on short final for runway 19, but the F900 overshot the final approach course for runway 19 and was subsequently directed to enter the right base leg of the pattern for runway 24. The F900 and the C680 conflicted with each other with closest proximity being .6 miles lateral and 100 feet vertical. Seeing the developing conflict between the C680 and the C550, approach control directed the C550 to climb to 3000 feet and asked the local controller what heading the C680 was on. When asked, the C680 reported that his heading was “forty degrees continuing a turn to the left.” The local controller advised the front line manager that the C680 was heading 040 degrees, which was relayed to the approach controller, who then directed the local controller to have the C680 climb to 3000 feet. The tower controller then relayed the instruction and, thinking the C680 was on a steady heading, directed the C680 to commence an immediate right turn to de-conflict from the C550. The crew of the C680 advised they were in a hard left turn with traffic to their right and did not comply with the instruction. The C680 and C550 came within 200 feet vertical and 0.44 miles lateral of each other.

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 NTSB's narrative for the Cessna S550 final · quoted from the NTSB record

Two operational errors occurred involving an F900, a C680 and a C550. The F900 had departed from runway 24 and, after reporting an abnormal fuel indicator light, stated that he needed to return to the airport. The tower local controller directed the F900 to enter the right downwind leg of the traffic pattern for runway 19 and attempted to sequence the airplane in front of the C680 that was arriving on a straight-in approach to runway 19. The C680 was directed to maintain minimum approach speed for sequencing behind the F900 and was notified of the F900 on the downwind leg. The local controller sequenced the F900 to follow an aircraft on short final for runway 19, but the F900 overshot the final approach course for runway 19 and was subsequently directed to enter the right base leg of the pattern for runway 24. The F900 and the C680 conflicted with each other with closest proximity being .6 miles lateral and 100 feet vertical. Seeing the developing conflict between the C680 and the C550, approach control directed the C550 to climb to 3000 feet and asked the local controller what heading the C680 was on. When asked, the C680 reported that his heading was “forty degrees continuing a turn to the left.” The local controller advised the front line manager that the C680 was heading 040 degrees, which was relayed to the approach controller, who then directed the local controller to have the C680 climb to 3000 feet. The tower controller then relayed the instruction and, thinking the C680 was on a steady heading, directed the C680 to commence an immediate right turn to de-conflict from the C550. The crew of the C680 advised they were in a hard left turn with traffic to their right and did not comply with the instruction. The C680 and C550 came within 200 feet vertical and 0.44 miles lateral of each other.

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 for the Dassault FALCON900EX from the NTSB's investigation tables, in plain English

What happened, in order

  1. Fuel related during takeoff defining event

The NTSB's findings

  • cause Personnel issues › Action/decision › Action › Lack of action › Cabin crew
  • factor Personnel issues › Action/decision › Action › Incorrect action performance › Cabin crew

The aircraft

  • Landing gear: fixed

The flight

  • Departed from: KTEB Teterboro NJ
  • Destination: KBOS Boston MA
  • Flight plan: IFR

Weather at the time

  • Light: night
  • Wind: from 180° at 3 knots
  • Visibility: 10 statute miles
  • Sky: vv; clear
  • Temperature: 54°F (12°C), dew point 41°F (5°C)
  • Altimeter: 29.79 inHg
  • Observation at 10:51 pm from KTEB

The factual record for the Cessna 680 from the NTSB's investigation tables, in plain English

What happened, in order

  1. Air traffic event during approach (IFR final approach) defining event

The NTSB's findings

  • factor Personnel issues › Task performance › Communication (personnel) › Lack of communication › ATC personnel
  • cause Personnel issues › Experience/knowledge › Experience/qualifications › Total experience › ATC personnel

The aircraft

  • Seats: 9
  • Landing gear: fixed
  • Engine 1: P&W Canada PW306C (turbofan); 0 hours total
  • Engine 2: P&W Canada PW306C (turbofan); 0 hours total

The flight

  • Departed from: KITH Ithaca NY at 10:26 pm
  • Destination: Teterboro NJ
  • Flight plan: IFR

Injuries

FatalSeriousMinorNone
Flight crew2
Passengers3

The factual record for the Cessna S550 from the NTSB's investigation tables, in plain English

What happened, in order

  1. Air traffic event during approach (IFR final approach) defining event

The NTSB's findings

  • factor Personnel issues › Action/decision › Info processing/decision › Identification/recognition › ATC personnel
  • cause Personnel issues › Task performance › Communication (personnel) › Accuracy of communication › ATC personnel

The aircraft

  • Seats: 8
  • Landing gear: fixed
  • Engine 1: P&W Canada JT15D-4 (turbofan); 0 hours total
  • Engine 2: P&W Canada JT15D-4 (turbofan); 0 hours total

The flight

  • Departed from: Unknown
  • Destination: Teterboro NJ
  • Flight plan: not recorded

Documents from the investigation the NTSB's docket: the evidence folder behind the report

The NTSB has not released the docket for this case yet. The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), is usually released when the investigation is nearly complete, and the list here is refreshed when it appears. Check at the NTSB.

Connections how this case links to the rest of the register

Aircraft
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The whole map of how records connect · these connections as data: /graph/accident/OPS11IA054.json.

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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 does not name anyone involved, its policy at this time. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.