NTSB release preliminary report on fatal Greg Biff...

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The Nationwide Transportation Security Board launched its preliminary findings after a 43-day investigation into the aviation incident that killed NASCAR veteran Greg Biffle, his rapid household, two pilots and one different related particular person at Statesville Regional Airport in North Carolina.

A full report will nonetheless take 12 to 18 further months to finish. NTSB preliminary experiences don’t place blame however merely establishes a sequence of details for the subsequent part of the investigation to start working off of within the following months.

The report states that pilot Dennis Dutton was within the left seat, which is the first pilot place, for the Cessna Quotation 550 and his grownup son, Jack, was in the proper seat. Nevertheless, the report additionally states that, whereas a pilot, Jack didn’t have the suitable license to function a second-in-command on this sort of airplane.

Whereas the Cessna Quotation 550 will be piloted with a single pilot, that requires a license that the elder Dutton additionally didn’t have. The under italicized textual content is from the NTSB preliminary report.

“The pilot had sort scores for the A-320, A-330, A-350, B-737, B-757, B-767, CE-500, and DC-10. As a part of the pilot’s CE-500 sort ranking, he had the limitation ‘CE-500 Second in Command Required.’ The pilot reported civil flight expertise that included 17,000 whole and 400 hours within the final six months as of his final first-class medical software dated April 29, 2025.

“Assessment of the right-seat passenger’s logbook indicated that he had 175.3 whole flight hours in single engine land airplanes as of November 29, 2025. The best seat passenger’s most up-to-date first-class medical certificates was issued on August 12, 2024. The best seat passenger was not certified to carry out second in command duties per Title 14 CFR half 61.55.”

As for Greg Biffle himself:

“A rear seat passenger with a personal pilot certificates and scores for multi-engine land, instrument airplane, and rotorcraft-helicopter was positioned close to the cockpit within the cabin space.”

The report states that there was a problem initially beginning the airplane and one other challenge whereas on taxi to the runway.

“Engine begin was initiated utilizing onboard battery energy and, following an preliminary unsuccessful begin of the left (no. 1) engine, each engines had been began about 0953. The airplane taxied from the south parking space at 0959, crossed runway 10/28 at midfield, and taxied to the method finish of runway 10. Throughout taxi, the pilot and the 2 pilot-rated passengers mentioned {that a} thrust reverser indicator gentle(s) for an unspecified engine was inoperative, however that the thrust reverser for the affected engine was working correctly.”

Upon take-off to Sarasota, Florida, the place the occupants had been en route to go to Garrett ‘Cleetus McFarland’ Mitchell for a Christmas celebration, ‘the rear passenger commented that the left engine was producing extra energy than the proper and indicated there might have been a defective gauge’ however the pilot continued with take-off.

“The best-seat passenger tried to contact ZTL ATC and activate the flight’s IFR flight plan thrice between 1008 and 1010 however was unsuccessful as a result of controller’s workload and related radio communications.”

There was additionally one other dialog in regards to the engines.

“The pilot initiated a climb, and shortly after, the rear passenger famous a distinction between the left and proper engine interstage turbine temperature (ITT) indications.”

The report states that there have been no additional discussions in regards to the distinction in engine energy between the 2 for the remainder of the flight over the Cockpit Voice Recorder from that second to the crash itself, which befell at 10:15.23 a.m.

Take-off befell at 10:06 a.m.

“Beginning at 1010:18, the cockpit space microphone captured the pilot making remarks indicating his altitude indicator was not working correctly and that further left facet flight devices might not have been working correctly. The Garmin GTN-750 stopped recording airspeed information at 1009:37 and heading information at 1010:58.

“About 1011, airplane management was transferred to the proper seat passenger, at an altitude of about 4,500 ft msl. No feedback had been recorded through the the rest of the CVR recording toindicate there have been any malfunctions with the proper facet cockpit flight devices.”

The report says the left seat pilot has resumed management of the airplane by 10:13 a.m. He requested that flaps be prolonged at 10:13.03 and the touchdown gear be deployed at 10:13.22.

“Subsequent discussions had been per the touchdown gear being configured; nevertheless, the gear indicator lights weren’t illuminated.”

The best seat passenger, Jack Dutton, was recorded as talking over the widespread site visitors advisory frequency that ‘we’re having some points right here,’ at 10:13.48 a.m.

“At 1014:05 the rear passenger made a question to the pilot concerning energy to the ‘alternator’ (NOTE: the CE-550 airplane just isn’t outfitted with an alternator). About 4 seconds later audio high quality returned to earlier ranges on all recorded CVR audio channels. After the audio high quality returned, the pilot made a remark indicating that was the ‘drawback,’ nevertheless, didn’t specify what the ‘drawback’ was or what actions had been taken to appropriate it. There have been no further discussions concerning the pilot’s flight instrumentation for the rest of the CVR recording.”

CVR and GPS information ended at 10:15.23 a.m., the presumed second of affect. As for that affect:

“Examination of the accident website revealed that the primary recognized level of affect (FIPI) was the primary (easternmost) gentle station of the runway 28 Medium Depth Strategy Gentle System with Runway Alignment Indicator Lights (MALSR), positioned about 1,380 ft from the runway threshold. Two lightbulbs, the left and fourth from the left place (when considered trying in the direction of the runway), roughly 6 ft aside, had been separated from the in any other case intact 29 ft tall gentle station (under) and positioned on the bottom close to the station. The higher portion of the second MALSR gentle station positioned about 180 ft from the FIPI was separated, of which about 15 ft of the frangible pole was nonetheless standing. A gaggle of broken timber positioned about 235 ft from the FIPI, had been sheared about 12 ft above floor stage (agl). The primary indication of fireside was blackened branches and grass close to the west facet of the timber.

“A floor impression was noticed about 350 ft from the FIPI, close to the airport perimeter fence, and prolonged by the MALSR resolution gentle station. The particles path continued alongside a westerly heading by the runway overrun to the place the principle wreckage got here to relaxation on the runway blast space about 400 ft in need of the runway 28 threshold, oriented on an easterly heading. Heavy charring of the bottom started close to the choice gentle station and continued alongside the remaining size of the particles area to the wreckage.”

In whole, the incident killed Biffle, spouse Cristina Grossu Biffle, daughter Emma (from first spouse Nicole Lunders) and son Ryder. Additionally on board was long-time NASCAR everyman Craig Wadsworth, who lengthy labored with Biffle, and the Duttons.

The report acknowledged the airplane didn’t come aside in any means previous to affect.

“A submit affect fireplace consumed a majority of the fuselage and warmth broken each wings, empennage, and each engines (determine 3). All flight management surfaces had been recognized within the particles path and principal wreckage. No proof of pre-impact separation of any airplane element or construction was noticed.”