NTSB launch preliminary report on deadly Greg Biffle aviation incident

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 fast 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 extra months to finish. NTSB preliminary reviews don’t place blame however merely establishes a collection of details for the following 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 appropriate seat. Nonetheless, the report additionally states that, whereas a pilot, Jack didn’t have the suitable license to function a second-in-command on the sort of aircraft.

Whereas the Cessna Quotation 550 might 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 kind 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 kind 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 utility dated April 29, 2025.

“Evaluation 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 proper seat passenger’s most up-to-date first-class medical certificates was issued on August 12, 2024. The proper 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 non-public 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 aircraft and one other concern 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 get together, ‘the rear passenger commented that the left engine was producing extra energy than the appropriate and indicated there might have been a defective gauge’ however the pilot continued with take-off.

“The proper-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 passed off at 10:15.23 a.m.

Take-off passed off 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 extra left aspect 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 appropriate seat passenger, at an altitude of about 4,500 ft msl. No feedback had been recorded in the course of the the rest of the CVR recording toindicate there have been any malfunctions with the appropriate aspect cockpit flight devices.”

The report says the left seat pilot has resumed management of the aircraft 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 according to the touchdown gear being configured; nevertheless, the gear indicator lights weren’t illuminated.”

The proper seat passenger, Jack Dutton, was recorded as talking over the frequent 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 relating to energy to the ‘alternator’ (NOTE: the CE-550 airplane shouldn’t be geared up 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 ‘downside,’ nevertheless, didn’t specify what the ‘downside’ was or what actions had been taken to appropriate it. There have been no extra discussions relating to 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 impression. As for that impression:

“Examination of the accident website revealed that the primary recognized level of impression (FIPI) was the primary (easternmost) gentle station of the runway 28 Medium Depth Method Mild 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 seen wanting in 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 bunch of broken bushes 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 aspect of the bushes.

“A floor impression was noticed about 350 ft from the FIPI, close to the airport perimeter fence, and prolonged via the MALSR determination gentle station. The particles path continued alongside a westerly heading via the runway overrun to the place the principle wreckage got here to relaxation on the runway blast space about 400 ft wanting 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 discipline 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 aircraft didn’t come aside in any manner previous to impression.

“A put up impression hearth 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 part or construction was noticed.”