On May 22, 2025, a tragic accident claimed the lives of six people when a Cessna Citation S550, registered as N666DS, crashed near San Diego, California.
The National Transportation Safety Board (NTSB) recently released its preliminary report, shedding light on the circumstances surrounding the incident.
The crash, which occurred at 3:47 a.m. Pacific Daylight Time (PDT), destroyed the aircraft and left eight people on the ground with minor injuries.
This report outlines key details from the NTSB’s findings, offering insight into the flight’s timeline, pilot actions, and crash aftermath.
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Flight Details and Timeline
The Cessna Citation departed Teterboro Airport (TEB) in New Jersey on May 21 at approximately 8:09 p.m. PDT.
A stop was made at Colonel James Jabara Airport (AAO) in Wichita, Kansas, where it was refueled with 548 gallons of Jet-A fuel. The aircraft then continued its journey to Montgomery-Gibbs Executive Airport (MYF) in San Diego.
The plane left Wichita at 12:36 a.m. PDT on May 22, heading for MYF, a tower-controlled airport during daytime hours (7:00 a.m. to 6:00 p.m.) but uncontrolled overnight.
As the aircraft approached MYF, the pilot communicated with the Southern California Terminal Radar Approach Control (SOCAL TRACON). At 17,000 feet, the pilot was informed that MYF’s Automated Surface Observing System (ASOS) was out of service.
The pilot acknowledged this and requested to fly the RNAV (GPS) instrument approach to runway 28R. However, he did not clarify whether he intended to use the localizer performance with vertical guidance (LPV) or lateral navigation (LNAV) approach.
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Weather and Approach Challenges
The SOCAL TRACON controller asked the pilot if he needed assistance determining weather conditions at MYF, as the ASOS was unavailable.
The controller provided weather data from Marine Corps Air Station Miramar (NKS). This is located four miles north of MYF, and reported calm winds, half-mile visibility, and a 200-foot ceiling.
The pilot discussed potential alternate airports in case of a missed approach but did not confirm a selection during the flight.
The controller cleared the aircraft to the NESTY approach fix and instructed the pilot to descend to 9,000 feet. At approximately 10 miles northeast of NESTY, the controller inquired if the pilot was ready to descend further or needed vectors to the south.
The pilot responded, “I think we’ll be alright,” while the aircraft was at 8,000 feet msl with a ground speed of 270 knots.
The controller then cleared the plane to cross NESTY at or above 3,800 feet msl and approved the RNAV approach to runway 28R.
Final Moments of the Flight
Automatic Dependent Surveillance-Broadcast (ADS-B) data revealed the aircraft’s movements during its final approach.
The plane turned near NESTY at about 3,750 feet msl with a ground speed of 200 knots (191 knots calibrated airspeed, KCAS). As it descended, the aircraft crossed the final approach fix, PENYY, at 2,450 feet msl and 175 knots (167 KCAS) at 3:44 a.m.
The pilot announced on MYF’s common traffic advisory frequency that he was three miles from the runway. Seven rapid microphone key presses followed, likely an attempt to activate the pilot-controlled runway lighting.
The aircraft then crossed PALOS, a waypoint 2.9 nautical miles from runway 28R’s displaced threshold, at 1,190 feet msl and 120 knots (117 KCAS). Notably, PALOS has a minimum crossing altitude of 1,380 feet msl, indicating the plane was below the recommended altitude.
ADS-B data ceased at 3:46 a.m., with the aircraft at 464 feet msl, roughly 60 feet above ground level (agl). The first point of impact was with power transmission lines approximately 90-95 feet above the ground, located 1.8 nautical miles from the runway threshold.
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Crash Site and Debris Field
The collision with the power lines severed parts of the aircraft, including the left horizontal stabilizer, left elevator, and vertical stabilizer, which were found 200 feet from the initial impact site.
The debris field stretched 1,200 feet across brush-covered terrain and a residential neighborhood, on a magnetic heading of about 300 degrees.
The main wreckage, consisting of the cabin, engines, and left wing, was found on a residential street 1.6 nautical miles from the runway threshold.
The Cessna Citation crash damaged one home and 20 vehicles, either by direct impact or post-crash fire. The NTSB relocated the wreckage to a secure facility for further analysis.
Ongoing Investigation
The Cessna Citation crash aircraft was not equipped with a flight data recorder (FDR), but a cockpit voice recorder (CVR) was recovered and sent to the NTSB’s Vehicle Recorders Laboratory for audio extraction.
A Notice to Airmen (NOTAM) indicated that MYF’s Runway Alignment Indicator (RAI) lights had been out of service since March 2022, awaiting environmental study completion for repairs. However, all other runway lighting was operational at the time of the crash.
The NTSB preliminary report provides critical details but does not determine the cause of the crash. Investigators will continue to analyze the CVR, FADEC data, and other evidence to understand factors such as pilot decision-making, weather challenges, and potential mechanical issues.
The low altitude during the final approach, combined with poor visibility and inoperative airport systems, may be key areas of focus.
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