- Location: Snyder, TX
- Accident Number: CEN26LA331
- Date & Time: September 30, 2026, 14:10 Local
- Registration: HI1127
- Aircraft: Cessna 525B
- Injuries: 3 None
- Flight Conducted Under: Part 129: Foreign
https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/203906/pdf
On September 30, 2026, about 1410 central daylight time, a Cessna 525B, Dominican Republic registration HI1127, was substantially damaged when it was involved in an accident at Winston Field Airport (SNK), Snyder, Texas. The two pilots and one passenger were not injured. The airplane was operated by Panorama Jets as a Title 14 Code of Federal Regulations (CFR) Part 129 non-scheduled passenger flight.
The flight departed from McClellan Airfield (MCC), Sacramento, California, at 0924 Pacific daylight time, on an instrument flight rules flight plan and proceeded to SNK at a cruise altitude of flight level 410 (FL410). The cockpit voice recorder (CVR) revealed that during the approach to SNK, which is a non-towered airport, the pilots received the SNK automated weather information four times. The reported weather was visual meteorological conditions, and the wind was generally from the south-southwest about 13 knots, gusting to 19 knots. The pilots received an approach clearance from air traffic control, then canceled their IFR flight plan and switched to the SNK common traffic advisory frequency. ADS-B data showed that the airplane's transponder code changed from the assigned IFR code to 1200 at 1406:40, when the airplane was about 8 nautical miles (nm) south of the runway 35 threshold.
The pilot-in-command (PIC), who was the pilot flying, reported that he selected runway 35 because it was the only runway with an instrument approach. Runway 17/35 is 5,599 ft long and 100 ft wide, with an asphalt surface.
The company's dispatch paperwork, which the pilots were referencing, included a runway analysis prepared at 1821 CDT the evening before the flight. The analysis was computed for landing on runway 17 using a forecast wind from 205° at 12 knots. It indicated “landing impossible” on runway 35 with that wind condition.
ADS-B data showed that the airplane turned onto final approach for runway 35 at 1407, about 7 nm from the runway threshold. About 3 nm to the threshold, the airplane's groundspeed was about 150 knots. The airplane crossed the runway 35 threshold at 1409:33 at a groundspeed of 149 knots, about 90 ft above the runway elevation. At 1409:40, the data indicated that the airplane was on the runway about 1,700 ft beyond the threshold, at a groundspeed of 138 knots. The groundspeed decreased to 80 knots at 1409:57, about 4,900 ft beyond the threshold, and then increased. The airplane passed the departure end of the runway at 1410:02 at a groundspeed of 92 knots, and it reached 104 knots about 400 ft beyond the runway end. Between 1410:07 and 1410:10, the groundspeed decreased from 104 to 54 knots, about 920 to 1,180 ft beyond the runway end. The final ADS-B position, at 1410:22, was about 1,415 ft beyond the departure end of runway 35 and about 60 ft left of the extended runway centerline.
The PIC reported that the airplane landed within the first 1,000 ft. After touchdown, when he applied the main wheel brakes, the anti-skid system failed, and the airplane veered left of the runway centerline. He regained directional control and continued braking, but the airplane did not stop. He then initiated a go-around. The airplane departed the end of the runway, struck the airport perimeter fence and trees, and came to rest. The second-in-command (SIC), who was the pilot monitoring, reported that he selected the ground flaps after touchdown and that after braking began, the airplane moved alternately left and right of the centerline. He reported that takeoff power was applied and the ground flaps were retracted for the go-around, and that the airplane struck the fence and trees as it began to rotate. The pilots and passenger evacuated through the main cabin door without further incident.
According to the airplane flight manual (AFM), for the airplane's planned landing weight of about 10,500 lbs, the landing reference speed (VREF) was 99 knots, and the approach climb speed (VAPP) was 107 knots. The AFM landing performance tables did not include data for tailwind components greater than 10 knots. The PIC reported that he flew the final approach at 128 to 130 knots indicated airspeed (KIAS).
The airplane came to rest in a tree line about 1,400 ft beyond the departure end of runway 35. The fuselage was partially separated from the wings and came to rest on its right side, while the wings remained level on the ground. The airplane sustained substantial damage to the fuselage and wings.
At 1355, the SNK automated weather observation recorded wind from 200° at 13 knots gusting to 18 knots. At 1415, the wind was from 210° at 13 knots gusting to 18 knots.
The CVR and flight data recorder (FDR) were sent to the NTSB Vehicle Recorder Laboratory for download. The airplane was retained for further examination.
