# Incident 20140301001839I: Beech B-60, Wichita, KS, March 1, 2014

- Type: FAA incident report (Accident/Incident Data System), as reported
- Date: March 1, 2014, 18:00 local time
- Place: Wichita, KS
- Airport: Wichita Mid-Continent
- Damage: Minor damage
- Phase of flight: Landing: Approach
- Operating rules: General operating rules (Part 91)
- Location: 37.6922° N, 97.3375° W: Placed by OpenAirDocs: center of Wichita, KS, within about 7 miles (OpenAirDocs)
- Nearby events: https://openairdocs.org/map.md?lat=37.6922&lon=-97.3375&mi=10
- Aircraft: N691SZ, a cancelled registration (https://openairdocs.org/deregistered/N691SZ-2018-05-31) (OpenAirDocs)
- Registry model: Beech B-60 (registry code 1153605, https://openairdocs.org/model/beech-b-60) (OpenAirDocs)
- Registry engine: Lycoming TIO-541-E1C4 (registry code 41963, https://openairdocs.org/engine/lycoming-tio-541-e1c4) (OpenAirDocs)
- Reported make and model: BEECH B-60
- Reported engine: LYCOMING TIO-541-E1C4
- People aboard: 2
- Fatal injuries: 0
- Other injuries: 0
- Pilot certificates: Private pilot
- Pilot flight hours: 4,465 total, 429 in this make and model, 39 in the last 90 days
- FAA source: FAA Aviation Safety Information Portal (https://asip.faa.gov/)
- Page: https://openairdocs.org/incident/20140301001839I

## Narrative

As the FAA filed it, in capitals; the FAA replaces private details with ^PRIVACY DATA OMITTED^.

ON MARCH 1, 2014, AT APPROXIMATELY 1200 LOCAL, (1800 UTC),  THE MULTI-ENGINE, INSTRUMENT RATED PRIVATE PILOT LANDED SHORT OF THE RUNWAY AT WICHITA MID-CONTINENT AIRPORT (KICT) WHILE ATTEMPTING THE ILS APPROACH TO RUNWAY 1R IN A BEECHCRAFT, BE-60 (DUKE) .

THE AIRCRAFT DEPARTED FORT WORTH MEACHAM AIRPORT (KFTW) UNDER INSTRUMENT FLIGHT RULES (IFR) EN-ROUTE TO KICT AT A CRUISING ALTITUDE OF 16,000 FEET.  INSTRUMENT METEOROLOGICAL CONDITIONS PREVAILED AT KICT AT THE TIME OF THE INCIDENT WITH A CEILING OF 600 FEET OVERCAST, 1 ¼ MILE VISIBILITY AND FREEZING DRIZZLE. THE TEMPERATURE WAS MINUS 4 AND DEW POINT MINUS 5 DEGREES CELSIUS. PILOT REPORTS IN THE WICHITA AREA WITHIN A TWO HOUR PERIOD INDICATED THE TOPS OF THE OVERCAST WERE BETWEEN 5000 AND 6000 FEET WITH REPORTS OF LIGHT TO MODERATE RIME ICE. THE EN-ROUTE PORTION OF THE FLIGHT WAS FLOWN ON TOP OF AN OVERCAST LAYER.

THE PILOT DESCENDED AND WICHITA APPROACH CONTROL VECTORED THE AIRCRAFT TO INTERCEPT THE ILS TO RUNWAY 1R.  THE PILOT STATED HE TURNED ON ALL ANTI ICING EQUIPMENT, (PROP HEAT, FUEL VENTS HEATERS, PITOT HEAT AND WIND SCREEN) APPROXIMATELY 25 MILES FROM KICT.

ATC RADAR DATA INDICATES THE AIRCRAFT WAS NOT STABLIZED ON THE APPROACH. RADAR SHOWS THE AIRCRAFT CLIMBING AND DESCENDING INSIDE THE FINAL APPROACH FIX IN AN APPARENT ATTEMPT TO MAINATAIN THE GLIDESLOPE. THE PILOT STATED HE HAD THE AUTOPILOT ENGAGED DURING THE APPROACH.

THE AIRCRAFT IMPACTED TERRAIN APPROXIMATELY 737? SHORT OF RUNWAY 1R AND FINALLY CAME TO REST APPROXIMATELY 263? SHORT OF THE RUNWAY THRESHOLD.  THE AIRCRAFT LANDED HARD, COLLAPSED THE NOSE GEAR AND STRUCK THE APPROACH LIGHTING SYSTEM DURING THE ROLL OUT.  THE AIRCRAFT SUSTAINED MINOR DAMAGE TO THE NOSE GEAR, NOSE CONE, LEADING EDGES TO BOTH WINGS, BOTH PROPELLERS, AND THE MAIN GEAR DOORS.

THE PILOT AND THE ONLY PASSENGER ON BOARD THE AIRCRAFT REPORTED NO INJURIES.

POST-INCIDENT INSPECTION OF THE AIRCRAFT REVEALED ICE FORMATION ON THE LEADING EDGES OF THE WINGS AND THE WINDSHIELD CONSISTENT WITH IN-FLIGHT ICING CONDITIONS. THE PITOT HEAT, WINDSHIELD HEAT, FUEL VENT HEAT AND PROPELLER HEAT SWITCHES WERE FOUND IN THE ?ON? POSITION. HOWEVER, EVIDENCE INDICATES THE AIRCRAFT?S DE-ICE BOOTS WERE NOT INFLATED DURING THE FLIGHT. THE PITOT HEAT CIRCUIT BREAKER WAS FOUND IN THE ?OPEN? POSITION (NOT SET). THE PILOT REPORTED VERY LIMITED FORWARD VISIBILITY DUE TO THE ACCUMULATION OF ICE ON THE WINDSHIELD.

From the FAA Accident/Incident Data System. Reports are matched to registry aircraft by N-number and event date, checked against the reported make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. For accidents, the NTSB's own investigation is the fuller record.

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