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Cessna 680A Citation Latitude

A Cessna Citation Latitude, N519QS, diverted to Richmond, VA (RIC). After landing damage the elevator was found t be damaged.

Hawker 800XP

The Hawker and the glider collided in flight at an altitude of about 16,000 feet above mean sea level about 42 nautical miles south-southeast of the Reno/Tahoe International Airport (RNO), Reno, Nevada, which was the Hawker's destination. The collision occurred in visual meteorological conditions in an area that is frequently traversed by air carrier and other turbojet airplanes inbound to RNO and that is also popular for glider operations because of the thermal and mountain wave gliding opportunities there. Before the collision, the Hawker had been descending toward RNO on a stable northwest heading for several miles, and the glider was in a 30-degree, left-banked, spiraling climb. According to statements from the Hawker's captain and the glider pilot, they each saw the other aircraft only about 1 second or less before the collision and were unable to maneuver to avoid the collision in time. Damage sustained by the Hawker disabled one engine and other systems; however, the flight crew was able to land the airplane. The damaged glider was uncontrollable, and the glider pilot bailed out and parachuted to the ground. Because of the lack of radar data for the glider's flight, it was not possible to determine at which points each aircraft may have been within the other's available field of view. Although Federal Aviation Regulations (FARs) require all pilots to maintain vigilance to see and avoid other aircraft (this includes pilots of flights operated under instrument flight rules, when visibility permits), a number of factors that can diminish the effectiveness of the see-and-avoid principle were evident in this accident. For example, the high closure rate of the Hawker as it approached the glider would have given the glider pilot only limited time to see and avoid the jet. Likewise, the closure rate would have limited the time that the Hawker crew had to detect the glider, and the slim design of the glider would have made it difficult for the Hawker crew to see it. Although the demands of cockpit tasks, such as preparing for an approach, have been shown to adversely affect scan vigilance, both the Hawker captain, who was the flying pilot, and the first officer reported that they were looking out the window before the collision. However, the captain saw the glider only a moment before it filled the windshield, and the first officer never saw it at all.

Cessna 560 Citation V

After a visual approach to the 3,975 foot long by 50-foot wide runway, the turbojet airplane touched down about 2,100 feet beyond the landing threshold, and overran the departure end of the runway. The 5,600 hour pilot in command (PIC) reported that the approach speed and descent rate were "normal," and the aircraft was on short final over the trees at the "desired speed." Once the trees were clear, the aircraft descended to the runway at idle power. During the descent the PIC noticed a 16-knot increase in speed above reference. The PIC elected to continue "because the aircraft was close to the runway" and the PIC thought he had "extra landing distance to work with beyond what was required." The PIC reported that the aircraft "floated beyond the desired touchdown point," and "at this point [the pilots were] committed to stopping the aircraft." Passing the last third of the runway, the aircraft turned to the right "without" input from the pilots, overran the departure end, and collided with trees. Once the aircraft left the runway, the PIC stowed the thrust reversers and attempted to shut down the engines. Due to the "violent ride," the PIC managed to shut down one engine. A post-impact fire consumed the aircraft after the crew assisted to evacuate the occupants. No mechanical or maintenance anomalies were discovered with the aircraft. According to the flight manual, based on 29.74 inches HG, 1,808 PA, 30 degrees Celsius, zero wind, and an aircraft landing weight of 14, 500 lbs, the calculated total stopping distance (air and ground distance) at reference speed (Vref), was estimated at 2,955 feet. According to the flight manual, the "total distance" is based on full flaps, speed brakes after touchdown, Vref at 50 feet over the runway threshold, idle thrust when crossing the threshold, and no thrust reverse.