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  1. #1
    Registered Fountain38SC's Avatar
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    38 Fountain SC
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    Jan 2002
    Cincinnati, Oh

    New Citation Turbine Video

    You need to watch more than the first few minutes. It is boating related, just not as fast as I'd expect for a turbine.

  2. #2
    Platinum Member Platinum Member CigDaze's Avatar
    My Boats:
    Cigarette 35 Cafe Racer
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    Jun 2001
    St. Petersburg, FL

    Re: New Citation Turbine Video

    I saw that earlier this morning. I love the engines running full tilt with the plane in the water - did they really think they were just going to taxi it out of the lake?


    On May 15, 2005, at 1548 eastern daylight time, a Danish-registered
    (OY-JET), Cessna Citation 525A, was substantially damaged during a runway
    overrun at Atlantic City Municipal Airport/Bader Field (AIY), Atlantic
    City, New Jersey. The certificated private pilot received minor injuries,
    and three passengers received no injuries. Visual meteorological conditions
    prevailed and an instrument flight rules (IFR) flight plan was filed for
    the flight which originated at the Burlington International Airport (BTV),
    Burlington, Vermont. The business flight was conducted under 14 CFR Part 91.

    The pilot reported to a Federal Aviation Administration (FAA) inspector,
    that he performed "one circle" around the airport, observed the windsock,
    and then performed a landing on runway 11. During the landing roll,
    approximately 2/3 down the runway, the pilot "lost the brakes," and was
    unable to stop on the remaining runway. The airplane then continued off the
    departure end of the runway and impacted the water.

    A review of recorded radar data and air traffic control (ATC)
    communications revealed the pilot contacted Atlantic City (ACY) Approach
    Control at 1538, and stated he was inbound to "alpha charlie yankee." The
    pilot was instructed to descend to an altitude of 2,000 feet, and fly
    heading 220 degrees.

    At 1540, ATC instructed the pilot to "proceed direct Bader, descend and
    maintain 1,500 feet. Expect visual approach." The pilot read back the
    instructions, stating, "thank you, direct Bader, descend to 1,500."

    At 1544, ATC informed the pilot that "the airport is 12 o'clock and 4
    miles." The pilot responded that he had the airport in sight, and the
    controller then cleared the pilot for a "visual approach at Bader airport."

    Radar data indicated that the airplane was at an altitude of 800 feet, at
    1545, continuing on a heading of 220 degrees. About 1 minute later, the
    airplane made a 360-degree right turn, and rolled out on it's previous
    heading of 220-degrees. At 1547:10, the airplane crossed abeam the
    departure end of runway 11, at AIY, at an altitude of 100 feet. The
    airplane then continued on a westerly (downwind) heading and climbed to an
    altitude of 300 feet.

    The airplane then initiated a right turn back toward runway 11, at an
    altitude of approximately 200 feet. During the turn, the airplane's
    groundspeed was approximately 180 knots.

    At 1548:42, the airplane was at an altitude of 200 feet, 1.24 nautical
    miles from the approach end of runway 11, with a groundspeed of 155 knots.
    Over the next 10 seconds, the airplane's altitude decreased to 0 feet, and
    the airspeed decreased to 140 knots. The last radar return was recorded
    approximately 1,000 feet beyond the approach end of runway 11, at an
    airspeed of 128 knots.

    A witness, who was an employee at AIY, was inside a trailer, located about
    400 feet to the right of the midfield point of runway 11, at the time of
    the accident. The witness was in communication with a Cessna 182, on a
    downwind leg of the traffic pattern for runway 29, when he looked out the
    window and observed the accident airplane make a "low pass on runway 29
    with a climbing right turn out." The witness went outside the trailer and
    observed the accident airplane touchdown "about halfway down" runway 11.
    The airplane appeared to slow as it approached the end of the runway;
    however, it did not stop, and subsequently impacted the water. The witness
    further reported that the pilot of the accident airplane did not
    communicate any intentions on the UNICOM frequency.

    Several other witnesses reported that as the airplane touched down, they
    thought braking was occurring, since smoke was coming from the airplane's

    Examination of a video recording, which was taken by a witness at the
    airport, revealed the airplane touched down about 800-1,000 feet beyond the
    approach end of runway 11. The video also displayed the windsock at the
    airport, and according to the witness, it indicated a tailwind at 10-15

    The airplane was examined by an FAA inspector after the accident. According
    to the inspector, the brake system and emergency brake system were
    functionally checked, and no abnormalities were noted. The anti-skid system
    could not be tested, due to salt water damage. Examination of the emergency
    brake system revealed it had not been used, and the nitrogen bottle gauge
    indicated 1,800 psi. The flap selector was in the "ground" position, but
    the indicator was in the 15 degree position. The left throttle lever was
    observed in idle cut off, and the right throttle lever was bent to the
    right at the idle stop.

    Examination of the runway revealed tread marks beginning approximately
    two-thirds down the runway, and continuing off the departure end into the
    grass and dirt.

    The winds reported at Atlantic City International Airport (ACY), 9 miles to
    the northwest, at 1554, were from 280 degrees at 9 knots.

    A review of the FAA Airport/Facility Directory for the Northeast U.S.,
    revealed the following notation listed in the Airport Remarks section of
    the Atlantic City/Bader Field Airport entry, "Arpt CLOSED to jet traffic."
    Additionally, runway 11 was a 2,948 foot-long, 100 foot-wide, asphalt

    Additionally, the airport diagram for Bader Field, was observed attached to
    the pilot's control column after the accident. A notation, which read,
    "airport closed to jet aircraft" was observed on the diagram.

    According to the Cessna 525A Landing Distance Chart, an airplane with a
    landing weight of 11,400 pounds required 3,000 feet of landing distance, in
    a no wind situation. With a 10 knot tailwind, the airplane required 3,570
    feet of landing distance.
    Last edited by CigDaze; 10-18-2006 at 04:08 PM.

  3. #3
    CBR is offline Platinum Member CBR's Avatar
    My Boats:
    Sonic 30ss
    Join Date
    Oct 2000
    North and South

    Re: New Citation Turbine Video

    Son, dat dere is one of them cigar boats with the boat/plane option.

  4. #4
    Registered Fountain38SC's Avatar
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    38 Fountain SC
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    Jan 2002
    Cincinnati, Oh

    Re: New Citation Turbine Video

    Can U say PILOT ERROR?

  5. #5
    Registered Spine Tingler's Avatar
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    Smith Power 44MTI
    Join Date
    Mar 2004

    Re: New Citation Turbine Video

    That's great. Sometimes people amaze me!

  6. #6
    My Boats:
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    Nov 2005
    Alcona Beach, Ontario
    Well... at least he coulda fired up both engines and tried for a straight line... mighta even got er up... dare I say it... on Plane... (OOohhhhh....)

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