rifan muazinStatesville, NC – The National Transportation Safety Board (NTSB) has released a preliminary report detailing the initial findings of its extensive investigation into the aviation incident that tragically claimed the lives of NASCAR veteran Greg Biffle, his immediate family, two pilots, and one associate. The accident occurred at Statesville Regional Airport in North Carolina, bringing a devastating end to the lives of six individuals. The NTSB’s comprehensive report is anticipated to take an additional 12 to 18 months to finalize.
Preliminary reports from the NTSB are designed to establish a factual framework for the ongoing investigation, not to assign blame. These initial findings serve as the foundational data upon which investigators will build their subsequent analysis in the coming months.
According to the report, the Cessna Citation 550 was piloted by Dennis Dutton, who occupied the left seat, the primary pilot position. His adult son, Jack Dutton, was seated in the right seat. While Jack Dutton possessed pilot qualifications, the report states he did not hold the appropriate certification to serve as a second-in-command on this specific type of aircraft.
The Cessna Citation 550 is certified for single-pilot operation, a configuration that requires a specific pilot endorsement. The preliminary report indicates that the elder pilot, Dennis Dutton, also lacked this particular endorsement for single-pilot operations in the CE-500 series aircraft.
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The NTSB report states, in part: “The pilot had type ratings for the A-320, A-330, A-350, B-737, B-757, B-767, CE-500, and DC-10. As part of the pilot’s CE-500 type rating, he had the limitation ‘CE-500 Second in Command Required.’ The pilot reported civil flight experience that included 17,000 total and 400 hours in the last six months as of his last first-class medical application dated April 29, 2025.”
Regarding the right-seat passenger, Jack Dutton, the report noted: “Review of the right-seat passenger’s logbook indicated that he had 175.3 total flight hours in single engine land airplanes as of November 29, 2025. The right seat passenger’s most recent first-class medical certificate was issued on August 12, 2024. The right seat passenger was not qualified to perform second in command duties per Title 14 CFR part 61.55.”
Greg Biffle himself was identified in the report as a rear-seat passenger. The NTSB’s preliminary findings state: “A rear seat passenger with a private pilot certificate and ratings for multi-engine land, instrument airplane, and rotorcraft-helicopter was positioned near the cockpit in the cabin area.” Biffle, a celebrated figure in NASCAR, was known for his aggressive driving style and his championship victory in the 2000 NASCAR Craftsman Truck Series and the 2002 NASCAR Busch Series. His transition to the Cup Series saw him become a consistent contender, accumulating 20 Cup Series wins during his career.
The investigation revealed a series of issues that began prior to the aircraft’s departure from Statesville Regional Airport. The report indicates an initial difficulty in starting the aircraft’s engines. “Engine start was initiated using onboard battery power and, following an initial unsuccessful start of the left (no. 1) engine, both engines were started about 0953. The airplane taxied from the south parking area at 0959, crossed runway 10/28 at midfield, and taxied to the approach end of runway 10. During taxi, the pilot and the two pilot-rated passengers discussed that a thrust reverser indicator light(s) for an unspecified engine was inoperative, but that the thrust reverser for the affected engine was working properly.”
The flight was destined for Sarasota, Florida, where the occupants were reportedly traveling to attend a Christmas party hosted by Garrett “Cleetus McFarland” Mitchell. As the Cessna Citation 550 commenced its takeoff roll at approximately 10:06 a.m., observations from within the aircraft raised concerns about engine performance. The report states: “Upon take-off to Sarasota, Florida… ‘the rear passenger commented that the left engine was producing more power than the right and indicated there may have been a faulty gauge,’ but the pilot continued with take-off.”
Simultaneously, the right-seat passenger attempted to establish contact with air traffic control (ATC) to activate the flight’s IFR (Instrument Flight Rules) flight plan. “The right-seat passenger attempted to contact ZTL ATC and activate the flight’s IFR flight plan three times between 1008 and 1010 but was unsuccessful due to the controller’s workload and associated radio communications.”
Further discussions concerning the engines were captured by the cockpit voice recorder (CVR). “The pilot initiated a climb, and shortly after, the rear passenger noted a difference between the left and right engine interstage turbine temperature (ITT) indications.” The report indicates that no further discussions regarding this disparity in engine power were recorded from that point until the time of the crash.
The flight data recorder and CVR captured a critical period of the flight beginning at 10:10:18 a.m. The pilot began making remarks that suggested issues with the aircraft’s primary flight instruments. “Starting at 1010:18, the cockpit area microphone captured the pilot making remarks indicating his altitude indicator was not working properly and that additional left side flight instruments may not have been working properly. The Garmin GTN-750 stopped recording airspeed data at 1009:37 and heading data at 1010:58.”
At approximately 10:11 a.m., control of the aircraft was transferred to the right-seat passenger, Jack Dutton, at an altitude of roughly 4,500 feet above mean sea level (MSL). The CVR recording did not capture any further indications of malfunctions with the right-side cockpit flight instruments during this period.
However, by 10:13 a.m., control of the aircraft had apparently been resumed by the left-seat pilot, Dennis Dutton. He subsequently requested the extension of flaps at 10:13:03 and the deployment of the landing gear at 10:13:22. The report noted: “Subsequent discussions were consistent with the landing gear being configured; however, the gear indicator lights were not illuminated.”
At 10:13:48 a.m., the right-seat passenger, Jack Dutton, was heard over the common traffic advisory frequency, stating, “we are having some issues here.”
A significant exchange occurred at 10:14:05 a.m., when the rear passenger inquired about power to the “alternator.” The NTSB report clarifies: “(NOTE: the CE-550 airplane is not equipped with an alternator).” Approximately four seconds later, the audio quality on all recorded CVR channels returned to previous levels. Following this audio recovery, the pilot made a comment indicating that this was “the problem,” although he did not specify the nature of the problem or any corrective actions taken. No further discussions regarding the pilot’s flight instrumentation were recorded for the remainder of the CVR recording.
The CVR and GPS data ceased at 10:15:23 a.m., which is presumed to be the moment of impact. An examination of the accident site revealed the first identified point of impact (FIPI) to be the easternmost light station of the runway 28 Medium Intensity Approach Light System with Runway Alignment Indicator Lights (MALSR), located approximately 1,380 feet from the runway threshold. Two lightbulbs were found separated from the otherwise intact 29-foot-tall light station, approximately six feet apart. The upper portion of a second MALSR light station, located about 180 feet from the FIPI, was also separated, with approximately 15 feet of the frangible pole remaining standing. A cluster of damaged trees, situated about 235 feet from the FIPI, were sheared approximately 12 feet above ground level. The initial signs of fire were observed as blackened branches and grass near the west side of these trees.
A ground impression was noted approximately 350 feet from the FIPI, near the airport perimeter fence, extending through the MALSR decision light station. The debris path continued along a westerly heading, traversing the runway overrun, to where the main wreckage came to rest in the runway blast area. The wreckage was situated approximately 400 feet short of the runway 28 threshold, oriented on an easterly heading. Significant charring of the ground was observed beginning near the decision light station and continuing along the remaining debris field to the wreckage.
The tragic incident claimed the lives of Greg Biffle; his wife, Cristina Grossu Biffle; his daughter, Emma (from his first wife, Nicole Lunders); his son, Ryder; long-time NASCAR associate Craig Wadsworth, who had worked closely with Biffle for many years; and the two pilots, Dennis and Jack Dutton.
The NTSB’s preliminary report explicitly states that the aircraft did not exhibit any signs of structural failure prior to impact. “A post impact fire consumed a majority of the fuselage and heat damaged both wings, empennage, and both engines (figure 3). All flight control surfaces were identified in the debris path and main wreckage. No evidence of pre-impact separation of any airplane component or structure was observed.”
The full report, once completed, will provide a more detailed account of the accident, including all contributing factors and potential safety recommendations. The NTSB’s methodical approach ensures that the lessons learned from this devastating event will be thoroughly documented and disseminated to enhance aviation safety.
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