Parking brakes to blame in deadly 2021 Citation Excel crash, NTSB calls for change

The NTSB has released its final report on the deadly Cessna Citation Excel crash in Farmington, Connecticut in 2021, stating the probable cause was the pilot's failure to release the parking brake before attempting to initiate takeoff, slowing the aircraft down and resulting in airplane-nose-down pitching which prevented the plane from becoming airborne before it impacted terrain and a nearby building. Contributing to the crash was the plane's lack of a warning that the parking brake was not fully released and the FAA's process for certification of the aircraft which did not identify a need for such an indication. All four plane occupants were killed, one person on the ground sustained serious injuries and three sustained minor injuries. On Sept. 2, 2021 a Cessna Citation 560XLS+ (N560AR) was taking off from Robertson Field Airport (D55) and headed to the Dare County Regional Airport (MQI) with two passengers. Takeoff began as normal but there was no mention of releasing the parking break before takeoff was initiated on the CVR recording. The report states that the FDR data did not indicate any flight control movements consistent with the check of flight controls. Thrust levers were set at about 65 degrees and both engines were set at and remained at 01 percent N1 throughout the takeoff roll. On the runway, the copilot called rotate and according to the FDR data, the plane was about 2,000 feet down the runway at 104 knots calibrated airspeed and the elevator was about +9 degrees when the copilot said to rotate. Three seconds later the CVR recording captured the copilot saying "Oht oht ‘sa matter," followed by the sound of heavy strain from the pilot and him stating that it was not rotating. Just after this, there were sounds of physical strain/ grunts from the pilot recorded on the CVR. The plane continued on the center line and at about 2,5000 feet down the runway a deviation to the right began. Numerous video cameras on and around the airport captured the takeoff roll and final portion of the flight, showing smoke trailing behind the plane. The smoke reportedly appeared about 2,685 feet down the runway, based on a ground track reconstruction model. While deviating to the right the crew applied left rudder input to a maximum of 18 degrees and the deviation ended when the plane was 3,125 feet down the runway. The rudder valves remained straight but the airplane path was offset to the right of the runway centerline. The plane reached the end of the airport terrain and FDR data indicated the airspeed increased to about 120 knots, the elevator deflection increased to a maximum value of about +16 degrees, the WOW remained in an on-ground state and the pitch minimally changed to +1 degrees then decreased to 0 degrees. Past the end of the airport terrain, the ground elevation decreased from 20 to 25 feet, the WOW indication changed from on-ground to air mode, the elevator position increased to a max recorded value of +17 degrees deflection and the plane pitch increased to about +22 degrees in under two seconds. The plane rapidly pitched up and the elevator position decreased to about 1.0 degrees. The CVR recording then captured the sound of an electronic stall warning, followed by stick shaker activation. Witnesses on the ground reported seeing blue smoke behind the airport during the takeoff roll and one witness reported seeing the airplane going slower compared to previous fights, indicating to him there was a problem. The same witness reported that the plane never lifted off the runway. Another witness about 280 feet north-northeast of the departure end of the runway saw the plane come off in a level attitude and as the plane continued, it pitched into a nose-up altitude but did not climb. He saw the front portion of the engine hit a nearby pole, followed by a metallic grinding sound and a shower of sparks. The plane hit the ground then an occupied building with a sprinkler system activated. The building and its contents sustained significant structural and fire damage. The pilot was well-trained in flying the XLS+ and had flown the plane previously. The operator's president normally flew as copilot with the pilot reported that during typical takeoffs he would center the plane over the runway, then when almost at a full stop he would begin takeoff. He would normally not stop on the runway, apply brakes, then advance thrust and release the brakes. The copilot was also trained to fly in other jets but the attorney representing his estate said his family was unable to locate records concerning simulator training and did not know whether he had attended training for a Cessna 560 series aircraft. During this investigation and another Cessna 560XL crash, the NTSB determined that without a parking brake indication, some pilots may be unaware the parking brake is not fully released and attempt a takeoff. The NTSB issued a safety recommendation to the FAA to issue an airworthiness directive for in-service Cessna 560XL planes to ensure they meet parking brake indication requirements.