Aviation Law Group (ALG) is currently investigating the crash of a Cessna S550 Citation S/II while attempting an instrument approach to runway 28R at Montgomery-Gibbs Executive Airport (KMYF) in San Diego, California, at 03:47 PDT on May 22, 2025. The aircraft came down in the Tierrasanta military housing community, and the resulting fire damaged or destroyed at least ten homes and multiple vehicles. All six people aboard the aircraft were killed, but amazingly, no people on the ground were injured. Our hearts go out to the victims and their families suffering from the tragic loss of their loved ones.
The Cessna Citation jet, N666DS, originally departed New Jersey’s Teterboro Airport at 23:15 local time on May 21, 2025, and made a short stop in Wichita, Kansas, before continuing its flight to San Diego at 02:36 local time.
ATC Communications
According to air traffic control (ATC) data, the pilot inquired about the weather at nearby airports because the automated surface observing system (ASOS) weather for Montgomery-Gibbs Executive Airport was out of service. After discussing weather at other airports, the pilot asked for and received ATC clearance to fly the RNAV (Area Navigation) approach to runway 28R.
A transcript of the pilot’s (666DS) communications with air traffic control (SOCAL) follows:
666DS: Socal Citation triple-six delta sierra will be descending through 17 thousand for 12 thousand
SOCAL: Citation triple six delta sierra, social approach. The Montgomery ASOS is out of service. Which approach would you like.
666DS: 6DS. Yeah, we noticed that. We'll take the RNAV 28 please.
SOCAL: You're cleared direct NESTI, Descent pilots discretion maintain 9 thousand
666DS: OK direct NESTI descend 9 thousand
666DS: and 6DS I just wanted to know if you had any idea on the weather. I got the Gillespie weather but I am sure you know it can be dramatically different between Gillespie and Montgomery.
SOCAL: 6DS Let me see what I can find out for you.
666ds: OK thanks. According to Gillespie it's pretty much down to minimums. I want to see what I'm in for here.
SOCAL: 6DS I've got the Miramar Automated Weather for 0955Z, wind calm, visibility 1/2, indefinite ceiling 200
666DS: 6DS Allright that doesn't sound great, but we'll give it a go.
SOCAL: 6DS Roger. Descend and maintain 5 thousand 5 hundred.
666DS: Descending for 5 thousand 5 hundred 6DS
666DS 6DS Justin case we have to go missed what does Brown look like? Is it looking pretty similar.
SOCAL: Let me check for you
SOCAL: 6DS. A little bit better but not much. Showing 1031Z weather wind calm visibility 2 1/2 mist ceiling 300 broken rather overcast.
666DS: OK a little better, but higher minimums. So probably not a good idea either. I'll come back to you in a minute with an alternate.Instrument Approach Procedure
For Category B aircraft such as the Cessna S550, the required straight-in instrument approach visibility minimum is 3/4 of a mile. While it is not clear what type of approach capability N666DS was able to operate under – LPV, LNAV/VNAV (both with lateral and vertical guidance), or simply LNAV (lateral guidance only) – the lowest decision altitude allowed in any case is 673 feet. A pilot may not descend below the decision altitude unless they have the runway environment in visual sight.
The final ADS-B aircraft tracking data showed the aircraft’s altitude at 500 feet, which is a pressure altitude or altitude measured at a barometric pressure of 29.92 inches of mercury. Initial indications are that the aircraft likely impacted high-tension powerlines at 554 feet.
NTSB Investigation
The National Transportation Safety Board (NTSB) is investigating the accident and will issue a preliminary report in the coming weeks. ALG’s attorneys believe the NTSB will focus on the weather in the area at the time of the accident, various inoperative equipment at the airport, and human factors in their investigation.
Weather
At the time of the accident, an AIRMET (AIRman’s METeorological Information) was active for IFR (Instrument Flight Rules) conditions. Additionally, the weather at Gillespie Field (KSEE) and Miramar MCAS (KNKX), two airports within 8 miles of Montgomery-Gibbs Executive Airport, were both reporting ½ mile visibility and cloud ceilings of only 200 feet above the field.
Inoperative Airport Equipment
Initial reports and air traffic control data indicate that the weather reporting equipment (ASOS) at Montgomery-Gibbs Executive Airport was inoperative at the time of the accident. Because the automated weather reporting system was not working, the pilot was unable to determine the actual weather conditions at the field.
The instrument landing system (ILS) to runway 28R, a precision approach allowing for lower visibility and ceiling minimums, was also out of service. The vertical guidance component, or glideslope, was also out of service, necessitating the use of a non-precision approach like the RNAV approach with higher minimums. Additionally, the runway alignment indicator lights (RAIL) lighting system was out of service.
The NTSB will focus on these important components of instrument landing systems to see if any role these inoperative systems may have had in contributing to the accident.
Human Factors
As with any accident investigation, the NTSB will examine what role conditions may have played in contributing to the accident. Based on the two-leg transcontinental flight in the middle of the night, the NTSB will certainly analyze pilot fatigue and how it may have contributed to both pilot performance and decision-making.
Aviation Law Group is actively investigating the circumstances surrounding this tragic accident.
As part of our investigation, we are seeking information from any individuals who may have witnessed or recorded the aircraft’s final approach, observed weather conditions near Montgomery-Gibbs Executive Airport, or have knowledge of the airport’s lighting and navigational systems during the early morning hours of May 22, 2025. The insights of community members and aviation professionals often play a critical role in uncovering the facts of an accident and can help ALG support those affected by this accident.
In addition to their legal expertise, Aviation Law Group attorneys have extensive working experience with this aircraft and commercial flight operations.
ALG attorney Kerry Kovarik has working experience with Cessna Citation aircraft. Kerry has held FAA Airframe and Powerplant Mechanic ratings (with inspection authority) for more than 25 years. He worked as a mechanic and crew chief for Cessna’s Citation Jet Service Center located at Sacramento International Airport. During his tenure with Cessna, Kerry was selected to attend and successfully completed the factory’s 500 Series training school, which covered S550 aircraft in great depth.
ALG founder and managing attorney Robert Hedrick flew the Cessna Citation I in the 1980s in part 135 flight charter operations and air ambulance flights. He is licensed to practice law in California, and during the 1990s, Robert practiced accident litigation law in downtown San Diego.
ALG attorney Christopher Rusing has over 20 years of experience as a commercial airline pilot. He is currently Captain of the A320 series of aircraft and is a line check airman, simulator check airman, and simulator instructor at his airline.
Aviation Law Group actively handles aircraft accident cases in California and is litigating a case involving a fatal Learjet accident that occurred near San Clemente Island in 2023.
Aviation Law Group PS (ALG) is a law firm that limits its practice to aviation accidents. It has represented many passenger families involved in major airline disasters and all types of general aviation accidents. ALG has offices in Seattle, Honolulu, and Jupiter, Florida. ALG attorneys are licensed in California, Washington, Hawaii, Alaska, and Florida and handle cases throughout the U.S., Canada, and overseas.