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Statesville, NC – The National Transportation Safety Board (NTSB) has released its preliminary report detailing the initial findings of its 43-day investigation into the aviation incident that resulted in the deaths of NASCAR veteran Greg Biffle, his immediate family, two pilots, and an associated individual. The accident occurred at Statesville Regional Airport in North Carolina. A comprehensive final report is anticipated to be completed within the next 12 to 18 months. Preliminary NTSB reports are designed to establish a factual record for subsequent investigative phases and do not assign blame.
The report identifies Dennis Dutton as the pilot occupying the left seat, the primary pilot position, of the Cessna Citation 550. His adult son, Jack Dutton, was in the right seat. Crucially, the NTSB report states that while Jack Dutton held a pilot’s license, he did not possess the required certification to serve as a second-in-command on this specific aircraft type.
Further underscoring the complexities of the flight operations, the Cessna Citation 550 can be operated by a single pilot, provided that pilot holds a specific type rating. However, the preliminary report indicates that Dennis Dutton, the pilot in command, also did not hold this particular single-pilot type rating.
According to the NTSB preliminary report, the pilot, Dennis Dutton, held type ratings for a wide array of commercial aircraft, including the A-320, A-330, A-350, B-737, B-757, B-767, CE-500, and DC-10. His CE-500 type rating, however, included the limitation: "CE-500 Second in Command Required." Dutton reported extensive civil flight experience, with a total of 17,000 flight hours, and 400 hours logged in the six months preceding his last first-class medical application, dated April 29, 2025.
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The investigation also delved into the qualifications of the right-seat passenger, Jack Dutton. A review of his logbook revealed approximately 175.3 total flight hours in single-engine land airplanes as of November 29, 2025. His most recent first-class medical certificate was issued on August 12, 2024. The report explicitly states that Jack Dutton was "not qualified to perform second in command duties per Title 14 CFR part 61.55."
Greg Biffle himself, a prominent figure in NASCAR with 17 Cup Series wins and the 2000 Xfinity Series championship, was a passenger in the rear of the aircraft. The report notes that Biffle held a private pilot certificate with ratings for multi-engine land, instrument airplane, and rotorcraft-helicopter, and was positioned near the cockpit in the cabin area.
The initial stages of the flight were not without their challenges, according to the report. The aircraft experienced an issue during its initial engine start sequence, followed by a subsequent problem while taxiing to the runway.
The report details that engine start was initiated using onboard battery power. Following an "initial unsuccessful start of the left (no. 1) engine," both engines were successfully started at approximately 09:53. The aircraft then taxied from the south parking area at 09:59, crossed runway 10/28 at midfield, and proceeded to the approach end of runway 10. During the taxi phase, the pilot and two pilot-rated passengers discussed an inoperative thrust reverser indicator light for an unspecified engine. However, they confirmed that the thrust reverser for the affected engine was functioning correctly.
The intended destination for the occupants was Sarasota, Florida, where they were scheduled to attend a Christmas party hosted by Garrett “Cleetus McFarland” Mitchell. As the Cessna Citation 550 commenced its takeoff roll at 10:06 a.m., the rear passenger, Greg Biffle, reportedly commented that the left engine was producing more power than the right, suggesting a potential faulty gauge. Despite this observation, the pilot continued with the takeoff.
Between 10:08 and 10:10, the right-seat passenger, Jack Dutton, attempted to contact air traffic control (ZTL ATC) and activate the flight’s IFR flight plan on three separate occasions. These attempts were unsuccessful, attributed by the report to the controller’s workload and associated radio communications.
Further discussion regarding the engines occurred shortly after takeoff. As the pilot initiated a climb, the rear passenger noted a discrepancy in the interstage turbine temperature (ITT) indications between the left and right engines. The Cockpit Voice Recorder (CVR) data indicated no further discussions concerning the difference in engine power from that point until the time of the crash at 10:15:23 a.m.
At 10:10:18, the cockpit area microphone captured remarks from the pilot indicating that his altitude indicator was malfunctioning, and that other flight instruments on the left side of the cockpit might also be experiencing issues. The aircraft’s Garmin GTN-750 system ceased recording airspeed data at 10:09:37 and heading data at 10:10:58.
Around 10:11, at an altitude of approximately 4,500 feet mean sea level (MSL), control of the aircraft was transferred to the right-seat passenger, Jack Dutton. No further comments were recorded on the CVR during this period to suggest any malfunctions with the flight instruments on the right side of the cockpit.
By 10:13 a.m., the left-seat pilot, Dennis Dutton, had resumed control of the aircraft. At 10:13:03, he requested the extension of flaps, followed by a request for the landing gear deployment at 10:13:22. Subsequent discussions captured on the CVR were consistent with the landing gear being configured, however, the gear indicator lights were reportedly not illuminated.
At 10:13:48 a.m., the right-seat passenger, Jack Dutton, was recorded speaking over the common traffic advisory frequency, stating, "we are having some issues here."
Approximately 10:14:05, the rear passenger inquired about power to the "alternator." The report notes that the CE-550 aircraft is not equipped with an alternator. About four seconds later, the audio quality on all recorded CVR channels returned to previous levels. Following this audio restoration, the pilot made a comment indicating that the "problem" had been identified, but did not specify the nature of the problem or any actions taken to rectify it. No further discussions regarding the pilot’s flight instrumentation were captured for the remainder of the CVR recording.
The CVR and GPS data ceased recording at 10:15:23 a.m., the presumed time of impact. Examination of the accident site revealed that the first identified point of impact (FIPI) was 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, situated about 180 feet from the FIPI, was also separated, with approximately 15 feet of the frangible pole remaining upright. A cluster of damaged trees, located about 235 feet from the FIPI, were sheared approximately 12 feet above ground level. The first indication of fire was observed as blackened branches and grass on the west side of the trees.
A ground impression was observed approximately 350 feet from the FIPI, near the airport perimeter fence, extending through a MALSR decision light station. The debris path continued westward through the runway overrun, culminating at the main wreckage site. The aircraft came to rest in the runway blast area, approximately 400 feet short of the runway 28 threshold, oriented on an easterly heading. Significant charring of the ground was evident, commencing near the decision light station and continuing along the debris field to the wreckage.
The incident claimed the lives of Greg Biffle; his wife, Cristina Grossu Biffle; his daughter, Emma Biffle (from his first marriage to Nicole Lunders); his son, Ryder Biffle; long-time NASCAR associate Craig Wadsworth; and the two pilots, Dennis and Jack Dutton.
The report conclusively states that the aircraft did not experience any structural separation prior to impact. Post-impact fire consumed a significant portion of the fuselage, and heat damage affected both wings, the empennage, and both engines. All flight control surfaces were identified within the debris path and main wreckage, with no evidence of pre-impact separation of any aircraft component or structure observed.
The full report is available for review, providing a detailed account of the factual evidence gathered by the NTSB. The ongoing investigation will continue to analyze this data to determine the probable cause of the accident.
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