PAPUA NEW GUINEA ACCIDENT INVESTIGATION COMMISSION PRELIMINARY REPORT

P2-TAA - Runway overrun Misima Island, PNG

31 August 2010 AIC Preliminary report

27/10/2010

Abstract On 31 August 2010, a Cessna Citation 550, registration P2-TAA, was on a charter flight from Port Moresby, National Capital District, Papua New Guinea (PNG) to Misima Island, Milne Bay Province, PNG with 2 pilots and 3 passengers onboard. At approximately 16:15 the aircraft landed on Bwagaoia Aerodrome runway 26, Misima Island. The aircraft overran the runway end, impacting with trees and terrain before coming to rest about 100 m past the runway end gable markers. Four occupants were fatally injured and the co-pilot was seriously injured. The aircraft was destroyed by impact forces and post impact fuel fed fire. The investigation is continuing.

Contents History of flight.......................................................................................................................... 3

Background information ............................................................................................................ 4

Bwagaoia aerodrome runway information............................................................................. 4

Recorded information ............................................................................................................ 5

Site and wreckage information .............................................................................................. 5

Main landing gear examination ......................................................................................... 7

Ongoing investigation activities ............................................................................................ 8

Factual information The information contained in this preliminary report is derived from initial investigation of the occurrence. Readers are cautioned that there is the possibility that new evidence may become available that alters the circumstances as depicted in the report.

History of flight On Tuesday 31 August 2010, a Cessna Citation 550, registration P2-TAA, was on a charter flight from Port Moresby, National Capital District, Papua New Guinea (PNG) to Misima Island Milne Bay Province, PNG, with 2 pilots and 3 passengers onboard. At approximately 16:151 the aircraft landed on Bwagaoia Aerodrome runway 262 Misima Island. The aircraft overran the runway end, impacting with trees and terrain before coming to rest about 100 m past the runway end gable markers (figure 1). Four occupants were fatally injured and the co-pilot was seriously injured. The aircraft was destroyed by impact forces and post impact fuel fed fire.

Figure 1: Accident site overview

1 The 24-hour clock is used in this report to describe the local time of day, Papua New Guinea Standard Time (PNGST), as particular events occurred PNGST was Coordinated Universal Time (UTC) + 10 hours. 2 Runway 26 was oriented east-west on a bearing of 263° magnetic.

End of tyre marks

Main area of aircraft wreckage

Runway end gable markers

North

Several witnesses recalled that poor weather conditions including heavy rainfall and wind gusts in excess of 15 kts from the east prevailed at the time of the accident. Further to this they recalled that the aircraft did not overfly the runway and it touched down from the east to the west, a considerable distance past the runway threshold, and at a relatively high speed. The witnesses said that they saw a large amount of water spray coming from the wheels of the aircraft as it moved down the runway. Witnesses observed standing water adjacent to the runway near the terminal to a depth of about 3cm (over the toes of their shoes) at the time of the accident. The witnesses observed the aircraft overrunning the end of the runway, before it came in contact with trees and terrain. A loud explosion was heard and a fireball and smoke was observed at the end of the runway. The co-pilot exited the aircraft unassisted through a hole in the captain’s window. Shortly after that time, a fuel fed post impact fire destroyed the remaining aircraft wreckage. Local island inhabitants, who arrived at the scene 5 to 10 minutes after the accident, assisted with getting the co-pilot to the local hospital.

Background information

Bwagaoia aerodrome runway information The runway was 1,200 m (3,937ft) in length, oriented on a bearing of 083-263 degrees magnetic. The runway surface consisted of crushed coral on clay which had been partly overgrown with grass and moss. The only navigation aid on the island was a Non Directional Beacon (NDB) which was confirmed as being inoperative at the time of the accident. A Civil Aviation Authority Aeronautical Information Circular (AIC) dated 11 Feb 2010 stated that the Misima NDB had been removed from service. There were three wind socks located adjacent to the runway, which were provided to indicate wind direction (figure 2).

Figure 2: Misima Island runway

Wind sock

Threshold of runway 26

End of runway 26

Wind socks

Misima terminal area

Aircraft main wreckage

Recorded information The aircraft was fitted with a cockpit voice recorder (CVR) and a flight data recorder (FDR) which were located and removed from the wreckage. The recorders were sent to the United States National Transportation Safety Board (NTSB) so a download of the stored information could be attempted.

Site and wreckage information The main wreckage was located in a large stand of sago palms about 100 m from the end of the runway centreline. Witnesses said that at the time of the accident the main wreckage was located in an area that was up to waist deep in water.

Inspection of the runway revealed evidence of distinctive wheel track indication marks which were confirmed to be from the accident aircraft. The first marks indicated that the initial touchdown point was located about 450 m (1,476 ft) beyond the runway threshold. This gave the aircraft 750 m (2,460 ft) of useable runway remaining.

Wheel track indication marks extended all the way from the touchdown point to the end of runway 26, past the gable end markers (Figure 3).

Figure 3: Wheel track indication marks with the accident site in the background

The wheel track indication marks stop at a point where the runway starts to slope downwards (Figure 4).

Figure 4: Side view of the end of the runway showing the down slope

The aircraft travelled a distance of 30 m beyond the end of the runway before coming in contact with the first tree. The aircraft’s trajectory from the runway end to the first point of contact with trees was calculated as being four degrees downwards.

The aircraft wreckage was severely damaged by the accident impact sequence and post-impact fire. The damage precluded a detailed examination of most of the aircraft’s components and systems. All of the aircraft’s parts were accounted for on the accident site and where possible the flight control cables were inspected for continuity with no pre-impact defects identified.

The engines were examined on site; the first stage compressors showed signs of rotation at impact and the turbine sections appeared to be intact with no pre-accident defects identified (Figure 5).

Runway 26 end gable markers

End of wheel track marks

Figure 5: Main aircraft wreckage

Main landing gear examination The main landing gear was examined on site for pre-accident damage. The brakes sustained heat damage from the post-accident fire but appeared to be in relatively good condition and the brake rotors turned freely by hand with no apparent defects (Figure 6).

Figure 6: Brake assemblies

Tail section

Engines

Right wing

Cockpit

The main wheel tyres were burnt in areas that were exposed to post-impact fire, however, the majority of both tyres were in good condition and the tread was able to be examined. The tyre examination revealed localised damage to the tread which required further detailed examination. The AIC retained the main wheel tyres for closer examination to determine the cause of the localised damage. The localised damage identified on the main wheel tyres were protected from the post-impact fire by the swamp surface water and mud (Figure 7).

Figure 7: Main wheel tyre localised damage

Ongoing investigation activities The investigation is continuing and will include further examination and analysis of the:

• Accident and impact sequence • CVR and FDR data • Aircraft maintenance history • Pilots background and experience • Aircraft performance data • Main wheel tyre damage • Available meteorological information • Other similar incidents on Misima Island.