N550BP Citation Bravo Lifeguard down in Lake Michigan

N550BP](N550BP Flight Tracking and History - FlightAware) Flightaware Tracking
FAA registry ](http://registry.faa.gov/aircraftinquiry/nnumsql.asp?NNumbertxt=550BP)

Medical Transport Plane Crashes in Lake Michigan
6 people flew out of Milwaukee airport, no reports of survivors
Last Edited: Monday, 04 Jun 2007, 9:22 PM EDT
Created: Monday, 04 Jun 2007, 9:22 PM EDT

A plane has crashed into Lake Michigan, on the shores of Milwaukee. By CARRIE ANTLFINGER
Associated Press Writer

MILWAUKEE (AP) – A medical transport plane carrying six members of the University of Michigan Survival Flight team back to Michigan went down Monday afternoon in Lake Michigan shortly after the pilot signaled an emergency, authorities said. There was no word on survivors.

As many as a dozen divers were searching water that was 60 feet deep, and five to 10 more divers were standing by, Milwaukee Fire Chief Doug Holton said.

Federal Aviation Administration spokesman Tony Molinaro said the Cessna Citation took off from General Mitchell International Airport in Milwaukee at 4 p.m. and was headed for Willow Run Airport near Detroit, a 42-minute flight.

“Within five minutes of its departure from the airport the pilot declared an emergency and requested a return to Mitchell but at that time the plane was no longer on our radar screens, so we’ve contacted the Coast Guard to begin a search and rescue mission,” Molinaro said.

The six people aboard included two crew members, he said.

Molinaro said they found aircraft debris about six miles northeast of Milwaukee, but have not found any of the passengers.

The plane was leased by the University of Michigan Survival Flight air ambulance program, the University of Michigan Health System in Ann Arbor said in a statement.

Six members of the University of Michigan Survival Flight team were two members of the staff of Marlin Air, which flies all Survival Flight airplane missions, and four University of Michigan employees, the health system said.

Jay Campbell, executive director of the Wisconsin Donor Network, said a transplant team from the University of Michigan was in Milwaukee Monday to harvest an organ. He declined to say which area hospital they were working with, citing privacy regulations.

At around 4 p.m. light rain was falling at the airport with winds at 12 mph, gusting to 22 mph, according to J.J. Wood, meteorologist the National Weather Service.

Jerry Guyer, a salvage and diving guide, used his high-definition sonar unit to help in the search. He said the unit is towed in back of his boat by a 50-foot cable and can detect objects within 100 feet of it.

“I used to look for shipwrecks and it works very well for anything on the bottom, from a car tire up as far as being able to pinpoint an item and location,” he said.

Milwaukee airport spokeswoman Pat Rowe said the airport was closed for about 20 minutes after they didn’t hear back from the plane in case it returned.

Bob Bruner of Mequon was a passenger on a Northwest Airlines flight landing in Milwaukee around the time of the crash.

“They diverted us and they told us there was an emergency (at the airport),” Bruner of Mequon told WISN-TV in Milwaukee.

Bruner said that the pilots onboard their flight told passengers that the runways needed to be clear, and they circled the airport several times before landing.


Associated Press Writer David Aguilar in Detroit and M.L. Johnson in Milwaukee contributed to this report.

Flicker photos of N550BP

Slow by 2 minutes.

Ugh, phpbb sucks. Well use the other thread even though this one will stay open for now.

Accident scene photos](http://www.themilwaukeechannel.com/slideshow/news/13441297/detail.html)
Milwaukee News ](http://www.themilwaukeechannel.com/news/13440598/detail.html) click on video of witness describe crash, and video of news conference. Aircraft described as being 20 feet under water.

Note: N550BP was delivered in 1981 as a Citation 551-SP, it was later converted in 2003 as a Citation 550-II. Very rare to be converted???

==============================================
People On Board

University of Michigan Health System identified the people aboard the plane Monday night:

David Ashburn, M.D., a fellow (physician-in-training) in pediatric cardiothoracic surgery
Richard Chenault II, a transplant donation specialist with the UM Transplant Program
Dennis Hoyes, 60, a Marlin air pilot
Richard Lapensee, a transplant donation specialist with the UM Transplant Program
Bill Serra, a Marlin air pilot
Martinus (Martin) Spoor, M.D., a cardiac surgeon who had been on the UM faculty since 2003

Terrible loss of some very talented professionals!!!

66 news sources reporting on this accident ](http://www.topix.net/news/air-accidents/2007/06/searching-for-survivors)

Not really rare, actually it is more rare to see a 551 than a 550.

The 550 aircraft are Part 25 airplanes and require two pilots. But they have a higher max takeoff weight. You can fly these aircraft single-pilot by having an FAA exemption.

The 551 is a Part 23 aircraft requiring only one pilot. It has a lower max take-off weight than its Part 25 brother, and therefore not as useful.

Both aircraft are identical.

If I’m not mistaken, its more or less a paperwork issue with the certificate. No wrenches involved in the conversion. Same thing with the 501 and SP version.

Been a LONG time since I flew one, but this is the “Barson Mod.” The first time I looked at a II I looked at the W&B and noticed that with full fuel I could only take 1 small person. :open_mouth: I made a phone call and my friend asked if the Branson Mod, that allowed full fuel and 5 people.

Wow, what a relief I thought. :wink:

Yep, just a “sex change” as they are called. New airworthiness certificate and data plate on the door jamb.

The 500 (Part 25) and 501 (Part 23) are the same airplane as long as the 500 is a serial number of 500-0350 and higher. 500 serial numbers -001 thru -0349 have a slightly different wing (shorter) and generally don’t have a transponder ident switch in the pilots control wheel, among other minor differences.

Those gross weight increase STCs are now owned by a company called New Flight. Another basic paperwork shuffle and reduction in life limits of the main landing gear components.

Like I said, been a long time. Good to learn new things. Who ever did the W&B work for this airplane and who ever did the pre buy SUCKED. I had to hunt through about 9 different W&B to find the most current one, no of them were even labled superseded. :angry: Go figure.

FAA ](http://www.faa.gov/data_statistics/accident_incident/preliminary_data/events01/media/02_550BP.txt) Preliminary Report

The pilot radioed that he was experiencing “trim runaway,” a situation where the plane pulls severely in one direction, often upward or downward, an investigator with the National Transportation Safety Board said at a press conference shortly after noon today in Milwaukee.

UMHS Press Release](http://www.med.umich.edu/opm/newspage/2007/crash.htm)

That’s scary. In a Citation the Auto Pilot/Trim Interupt SHOULD stop the trim from moving on its own. I say should b/c I’ve had a trim runaway that wasn’t stopped with the interupt button. To be fair to Cessna, it WAS NOT in a Citation, but rather a Sabreliner.

In any event the CE560XL sim @ FSI CMH will have uncommanded trim runaways from time to time that aren’t stopped with the interupt. I AM NOT saying that in this case the sim replicates the a/c, in fact there has never been a trim runaway in an XL that I know of; I’ve been instructing in that a/c for 6 years now.

A full nose down trim would be almost impossible to recover from. You just don’t have anything holding you in place as you pull that hard on the yolk. As opposed to nose up trim where you can use you knee and push with your back in the seat and as you get slower the force would lesson.

What happens if you roll to inverted flight?

[)] Detroit News (ABC](http://www.wxyz.com/news/story.aspx?content_id=67883560-a3f5-49c5-a1ba-055de7e9f953) Several video news links to this accident, video, 911 calls, crew and passenger stories.
Australian AD for C560 for serial 260 to 396 re: Electric Pitch SystemC560 AD ](http://www.casa.gov.au/airworth/airwd/ADfiles/over/cessna560/CESSNA560-006.pdf)
FAA AD for C525 Electric TrimFAA](http://www.mzp.gov.si/fileadmin/mzp.gov.si/pageuploads/DL_AD_NOTE2004/062_FAA_AD_2004-14-20.pdf)
Note in page 3 of this AD C525 regarding potential loss of control re: pitch trimAD ](http://www.caa.govt.nz/Airworthiness_Directives/Aeroplanes/CESSNA525.pdf)

The world turns upside down and everybody dies :smiley:

I’d suspect **if there were no mechanical issues **such as a runaway trim, in a small piston GA plane. you continue the roll until the world turns upside right. (unusual attitude training doesn’t cover inverted flight) This is what I would do.

I have had no acro experiences so hopefully somebody will correct me if I am suggesting something not correct.

Keep in mind, if you became inadvertantly inverted, then probably you are in some deep doo doo that probably being inverted may be the least of your problems as once you become inverted, you still are in the flight conditions that caused you to invert.

Allen

With full nose down trim, inverted you could MAYBE maintain altitude. But how do you land? Assuming you could fix the problem, ie. find and pull the CB (if that fixes it, it didn’t in my case) maybe you could roll upright and land. Also Citation’s just don’t roll that quickly.

Remember to that these seats and seat belt aren’t designed for inverted flight, there’s a good chance that you would not be held firmly in you seat. Also you would need to roll inverted with in milli seconds of the event happening (not something ANY pilot could do as a first reaction) b/c as the nose tucked further over roll would simply tighten into a sprial.

A trim runaway nose down is very bad. Very, very bad.

robbreid…thanks, I had forgotten about those AD’s. Part of me hopes the AD (part exchange) had not been done, at least then there would be some answers. If the AD was done (it was manditory after all), then this is a mystery.

I really hate to continue this discussion since it’s so silly, but the engine(s) would quit a few seconds after rolling inverted on almost any non-aerobatic airplane. (and even some that ARE aerobatic, but +G only.) Likewise, non aerobatic airplanes are aerodynamically not capable of inverted flight anyway, even with full deflection of the elevator.
The fuel system is not designed for inverted flight, and the oil would run up out of the sump and do all kinds of terrible things to the engine. Now you’re left with an out-of trim airplane, upside down with an engine failure. Good luck with that!
Let this be the end of the inverted question.

Runaway trim is usually recoverable if you have enough time and altitude. The interrupt should stop the trim from getting worse, but you’d still have to fight the controls as you activate the secondary (backup, manual etc.) trim system to fix the out of trim situation. Seeing as that this happened on takeoff there was presumably insufficient time and altitude to get things under control.

:laughing: LOL :laughing:

Bill Serra, Pilot

William Serra, or Bill as his colleagues call him, was Marlin Airs chief pilot and check airman responsible for ensuring that Marlin Air pilots are proficient in in-house instructing, and for performing IFR checks to ensure pilots are skilled in instrument-only landings.

With more than 12,000 hours of flight under his belt as a full-time pilot, including flying DC8s and 747s, he had a long track record of achievements including receiving the Air Medal from the President of the United States for outstanding achievements while participating in aerial flights, and the 1993 Air Force Desert Storm and Desert Shield award as a civilian pilot for supplying materials and ammunition during Desert Storm. Serra is survived by his wife and three children.

Dennis Hoyes, Pilot

Dennis Hoyes was a pilot with Marlin Air, Inc. Hoyes worked in the insurance industry and as professional pilot who flew executive flights on Beach Jets and King Airs aircrafts. Hoyes flew the Survival Flight Cessna periodically during the last 10 years.

Dennis was a great individual, dedicated to flying with more than 4,000 hours in the air and an excellent track record. He just preferred to fly and really enjoyed flying for Survival Flight, says Stu Dingman, owner of Marlin Air Inc.

Hoyes is survived by a wife and two children.

N550BP ](MarlinAir.com is for sale | HugeDomains) Marlin Air Citation II brochure and photos
Marlin Air Website ](http://www.marlinair.com/)
POSTED CONDOLENCES/MEMORIES](http://www2.med.umich.edu/prmc/survival_flight/post.cfm)

Really not trying to be disrespectful here, but this is the place to attach this given the discussion that was just going on…

- YouTube)

Granted, the trim was in a normal location–

My heart goes out to the families both as a fellow pilot and as a fellow Healthcare professional

A barrel roll is a positive G manuever. The wing is still producing positive lift, but just in the downward direction as the airplane rolls around.