# NTSB CHI07FA068: Cessna 208B, N1116Y, Alliance, NE, February 8, 2007 - Type: NTSB accident investigation - Classification: Accident · Serious injuries · Field investigation · Final report - Date: February 8, 2007, 02:25 local (09:25 UTC) - Place: Alliance, NE - Coordinates: 42.055, -102.806388 - Nearby events: https://openairdocs.org/map.md?lat=42.0550&lon=-102.8064&mi=10 - Phase of flight: [Approach](https://openairdocs.org/ntsb-phases/500) (OpenAirDocs' grouping) - Highest injury: Serious injuries - Injuries: 1 serious - Status: Completed, report April 30, 2008 - Report: Approved by Office Director - Parties: Honeywell, Suburban Air Freight Inc., Pratt & Whitney Canada, Federal Aviation Administration, Cessna Aircraft Company - NTSB case key (mKey): 65267 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=CHI07FA068 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/65267/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=65267 - Page: https://openairdocs.org/ntsb/CHI07FA068 ## Probable cause The pilot's descent below minimum descent altitude while on a nonprecision approach. A contributing factor was a low ceiling. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - In flight collision with object, approach - weather condition - low ceiling (contributing factor) - minimum descent altitude - below, pilot in command (cause) - object - building(nonresidential) - In flight collision with terrain/water, descent - uncontrolled - terrain condition - ground - object - pole ## Analysis The pilot was dispatched on a nonscheduled cargo flight to an airport other than his usual destination because it had a precision instrument approach, while his usual destination airport did not. The pilot elected to fly to his usual airport, and attempted a nonprecision instrument approach. The airport had both a VOR and an NDB approach. The NDB approach was noted as being out of service, although there was still a radio signal coming from the navigation aid. The pilot was cleared for the VOR approach, although instrumentation inside the cockpit was found set for the NDB approach, and radar track data disclosed that the flight path was consistent with the NDB approach path, not the VOR's. The airport's reported weather was 1.25 miles visibility, with a 200-foot overcast in mist. The airport's minimum NDB approach altitude is 652 feet above touchdown height. The airplane did not reach the runway, and collided with a pole and a building. Inspection of the airplane disclosed no evidence of any preimpact mechanical malfunctions. ## Factual narrative HISTORY OF FLIGHT On February 8, 2007, about 0225 mountain standard time, a Cessna 208B, N1116Y, operated by Suburban Air Freight Inc., sustained substantial damage on impact with a building and terrain during a non-precision approach to runway 12 at the Alliance Municipal Airport (AIA), near Alliance, Nebraska. The non-scheduled domestic cargo flight was operating under 14 CFR Part 135. Night instrument meteorological conditions prevailed at the time of the accident. An instrument flight rules (IFR) flight plan was on file and was activated. The commercial pilot sustained serious injuries and was hospitalized. The flight originated from Eppley Airfield (OMA), near Omaha, Nebraska, about 2345, and was dispatched to the Western Nebraska Regional Airport/William B. Heilig Field (BFF), near Scottsbluff, Nebraska. The operator's accident report, in part, stated: Scheduled U.S. Mail route operating AIA - LBF [North Platte, Nebraska] - OMA, OMA - AIA. Due to low IFR conditions and preceding night's aircraft diverting to, and remaining at CDR, (Chardon, Nebraska), and being unable to position into AIA for the evening departure, decision was made to leave the first [airplane] at CDR overnight, and simply fly a [second airplane] from OMA - BFF where [weather] was suitable for ILS [instrument landing system] approach. Only non-precision approaches, with higher minimums, are available at AIA. Thus, the accident [airplane] was dispatched to take mail directly to BFF, which has precision approaches (ILS), and the U.S. Mail truck was to meet the aircraft at BFF. That is a normal procedure for occasions when AIA is below non-precision landing conditions. All scheduled flights operate on "canned" flight plans which are on file. ... The flight from OMA to either BFF or AIA proceeds along the identical route until west of North Platte, Nebraska. ... The change is typically only requested after handoff from [Minneapolis] Center to [Denver] Center, west of North Platte. ... Since the direct route from OMA - BFF passes literally over, or almost over, the procedure turn for the AIA approach procedures, there is always the option for a pilot to check weather at AIA, and if it has unexpectedly improved so as to allow landing at AIA, certainly, then he may land. However, in this case, the mission was not to go to AIA, land, and remain for the next evening's return, but rather to simply proceed to BFF, execute the precision approach, drop off the mail, and return to OMA empty immediately. An excerpt from a Federal Aviation Administration's (FAA) Air Route Traffic Control Center (ARTCC) transcript follows: Agencies Making Transmissions Abbreviations Denver ARTCC, Sector 35R Radar Controller ZDV35R Suburban Air Freight, INC. (Omaha, NE) SUB22 ... 0846:46 ZDV35R sub air two two denver center 0846:52 SUB22 denver center sub air two two level eight thousand 0846:55 ZDV35R sub air two two denver center roger the uh alliance altimeter is three zero one seven and do you have the uh alliance weather yet 0847:10 SUB22 three zero one seven sub air two two uh we are requesting the uh v o r runway one two 0847:18 ZDV35R sub air two two roger 0848:09 ZDV35R sub air two two do you have the uh weather and notam information for alliance 0849:17 SUB22 sub air two two i have the uh alliance awos and notams 0849:22 ZDV35R sub air two two roger 0854:15 SUB22 denver center sub two two request 0854:17 ZDV35R sub air two two go ahead 0854:20 SUB22 roger sub air two two would like to uh uh amend my uh request for the uh v o r runway three zero at alliance and uh in the event uh i have to go missed approach i'll be uh planning to uh head over to scottsbluff 0854:36 ZDV35R sub air two two roger maintain seven thousand until alliance v o r outbound cleared for v o r runway three zero approach to the alliance airport 0854:48 SUB22 sub air two two departing eight for seven thousand maintaining seven thousand until established cleared v o r runway three zero alliance thank you 0857:11 SUB22 sub air two two copies all switching to advisory and i'll close out my flight plan with columbus radio or i'll contact you later if i have to uh divert to Scottsbluff 0857:21 ZDV35R sub air two two roger 0857:57 ZDV35R sub air two two radar service terminated change to advisory frequency approved report your uh arrival with columbus radio or you can report back to me if you uh have to go missed approach there 0908:41 SUB22 denver center sub air two two request 0908:52 ZDV35R alpine or correction uh sub air two two go ahead 0908:56 SUB22 (unintelligible) sir sub air two two looks like i'm gonna have to uh flr the v o r runway one two after all request uh v o r runway one two at alliance 0909:08 ZDV35R sub air two two roger uh cleared for v o r runway one two approach to the alliance airport maintain seven thousand until established on a published segment of the approach 0909:20 SUB22 sub air two two maintaining seven thousand until established cleared v o r runway one to alliance thank you sir- - - and uh switching back to advisory 0909:29 ZDV35R sub air two two roger change to advisory frequency approved 0909:34 SUB22 sub air two two A witness, who was a train engineer in a standing locomotive about a quarter mile from the impact site, reported that he felt a shock wave against his locomotive and thought it was impacted by something. He went out to inspect the locomotive. The train had collected a coating of ice and the weather was foggy according to the engineer. He stated that he saw a leaning power pole across the roadway and saw steam rising from the ditch across the roadway. He went to investigate, saw the airplane, and called 911. FAA inspectors interviewed the pilot and he reported that he did not recall the accident. PERSONNEL INFORMATION According to FAA records, the pilot was issued a commercial pilot certificate with an airplane multiengine land limited to center thrust and instrument airplane ratings on October 25, 1977, based on military competence provisions allowed under 14 CFR Part 61.73 Military Pilots or Former Military Pilots: Special Rules. On December 14, 1977, he added an airplane single-engine land rating to his commercial certificate following a check ride in a Cessna 172. On August 25, 1978, he was reissued his commercial certificate without the center thrust limitation based on his military competence in the KC-135A airplane. On June 22, 1982, he was issued a type rating in the Boeing 707 and 720 airplanes based on his military competence in the KC-135A airplane. On August 22, 1982, he was issued an airplane single-engine certified flight instructor certificate following a check ride in a Piper PA-28R-200. On June 19, 1989, he was issued a type rating in the McDonnell Douglas DC-10 based on his military competence in a KC-10A airplane. The pilot's last medical examination was completed on July 10, 2006, and the pilot was issued a second-class medical certificate with a limitation to wear corrective lenses. According to the operator's report, the pilot reported a total flight time of 4,863 hours. The operator reported that the pilot had flown 523 hours in the Cessna 208. The operator reported that the pilot had flown 203 hours during the last 90 days and 64 hours during the last 30 days. On October 2, 2006, the pilot attended and completed the airplane manufacturer's winter operations training seminar. The pilot attended recurrent ground training for the Cessna 208 aircraft on January 17, 2007. The pilot's last FAA Airman Competency/Proficiency Check was completed on January 18, 2007, and he was approved for 14 CFR Part 135 pilot-in-command operations i ## Aircraft - Registration: [N1116Y](https://openairdocs.org/deregistered/N1116Y-2010-03-16), registration cancelled 2010-03-16, S/N 208B0368, built 1993 (OpenAirDocs) - Reported make and model: Cessna 208B - Registry model: [Cessna 208B](https://openairdocs.org/model/cessna-208b) (registry code 2073701) (OpenAirDocs) - Registry engine: [Pratt & Whitney PT6A series](https://openairdocs.org/engine/pratt-whitney-pt6a-series) (registry code 52032, turbo-prop) (OpenAirDocs) - Category: Airplane - Serial number: 208B0368 - Airframe hours: 7299.6 - Engines: Pratt & Whitney Canada PT6A-114A 675 horsepower turbo prop - Damage: Substantial damage - Flight: Part 135 - Registered owner: Suburban Air Freight Inc - Airworthiness certificate: Standard, Normal - Last inspection: AAIP, January 1, 2007, 51.3 hours before - Departed: OMA, OMAHA, NE - Destination: AIA, Alliance, NE - Flight plan: IFR - Airport: AIA, Alliance Muni, runway 12, 9,202 × 150 ft, asphalt ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 52; injuries: serious; commercial; airplane ratings: multi-engine land, single-engine land; instrument ratings: airplane; medical: class 2, with waivers/limitations; last flight review January 1, 2007; seat: left; toxicology performed; flight hours: 4,863 total, 523 in this make and model, 3,853 as pilot in command, 1 in the last 24 hours ## Weather - Conditions: Instrument (IMC), Night - Wind: 50° at 4 knots - Visibility: 1.25 statute miles - Lowest ceiling: 200 ft overcast - Temperature: 21 °F, dew point 19 °F - Altimeter: 30.17 inHg - Observed at: AIA, 6 nm away ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 20070208002919A](https://openairdocs.org/incident/20070208002919A), Feb 8, 2007: Cessna 208B, Alliance, NE, Substantial damage. (-23) Aircraft was in the process of conducting a non-precision approach to runway 12 at the Alliance Municipal Airport, Alliance, Nebraska. Aircraft struck a… ## Other investigations on N1116Y (1) From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. - [NTSB CHI00LA254](https://openairdocs.org/ntsb/CHI00LA254), Aug 12, 2000: Cessna 208B (N1116Y), North Platte, NE, minor damage. Probable cause: the pilot of the other airplane not maintaining clearance while taxiing. A factor was the dark night. ## Docket (31 files) The files NTSB released with the investigation on March 31, 2008, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=65267. 23.0 MB in all. - Meteorology 5 - Factual Report of Group Chairman (item 1, .PDF, 1.5 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40274656&FileExtension=.PDF&FileName=Meteorology%205%20-%20Factual%20Report%20of%20Group%20Chairman-Master.PDF - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 2, .PDF, 798 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40291292&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Master.PDF - Chief Pilot's Statement (item 3, .PDF, 77 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40291293&FileExtension=.PDF&FileName=Chief%20Pilot%27s%20Statement-Master.PDF - Courier's Statement (item 4, .PDF, 122 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40291294&FileExtension=.PDF&FileName=Courier%27s%20Statement-Master.PDF - Witness Statement (item 5, .PDF, 85 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40309322&FileExtension=.PDF&FileName=Witness%20Statement-Master.PDF - Cessna Supplied Wreckage Site Diagram (item 6, .PDF, 1.5 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40291295&FileExtension=.PDF&FileName=Cessna%20Supplied%20Wreckage%20Site%20Diagram-Master.PDF - Approaches at AIA (item 7, .PDF, 128 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40291296&FileExtension=.PDF&FileName=Approaches%20at%20AIA-Master.PDF - Cessna Supplied Approaches with Overlaid Radar Data (item 8, .PDF, 297 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40291297&FileExtension=.PDF&FileName=Cessna%20Supplied%20Approaches%20with%20Overlaid%20Radar%20Data-Master.PDF - FAA Transcript (item 9, .PDF, 195 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40291298&FileExtension=.PDF&FileName=FAA%20Transcript-Master.PDF - AAIP Inspection (item 10, .PDF, 51 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40291299&FileExtension=.PDF&FileName=AAIP%20Inspection-Master.PDF - Airman Competency Proficiency Check (item 11, .PDF, 92 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40291300&FileExtension=.PDF&FileName=Airman%20Competency%20Proficiency%20Check-Master.PDF - Pilot Information and Records (item 12, .PDF, 321 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40291301&FileExtension=.PDF&FileName=Pilot%20Information%20and%20Records-Master.PDF - Service Bulletin CAB06-11 (item 13, .PDF, 186 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40291302&FileExtension=.PDF&FileName=Service%20Bulletin%20CAB06-11-Master.PDF - Statement Regarding Out of Service NBD (item 14, .PDF, 35 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40291303&FileExtension=.PDF&FileName=Statement%20Regarding%20Out%20of%20Service%20NBD-Master.PDF - Dispatch Record (item 15, .PDF, 73 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40291304&FileExtension=.PDF&FileName=Dispatch%20Record-Master.PDF - NOTAM (item 16, .PDF, 53 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40291305&FileExtension=.PDF&FileName=NOTAM-Master.PDF - AF Form 711 (item 17, .PDF, 103 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40291306&FileExtension=.PDF&FileName=AF%20Form%20711-Master.PDF - 61.73 Excerpt (item 18, .PDF, 199 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40291307&FileExtension=.PDF&FileName=61.73%20Excerpt-Master.PDF - Medical Records Information (item 19, .PDF, 10 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40275869&FileExtension=.PDF&FileName=Medical%20Records%20Information-Master.PDF - Previous Accident (item 20, .PDF, 371 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40291308&FileExtension=.PDF&FileName=Previous%20Accident-Master.PDF - Statement of Party Representatives to NTSB Investigation (item 21, .PDF, 447 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40291309&FileExtension=.PDF&FileName=Statement%20of%20Party%20Representatives%20to%20NTSB%20Investigation-Master.PDF - Release of Aircraft Wreckage, NTSB Form 6120.15 (item 22, .PDF, 72 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40291310&FileExtension=.PDF&FileName=Release%20of%20Aircraft%20Wreckage,%20NTSB%20Form%206120.15-Master.PDF - Photo 1. Accident Site (item 23, .PDF, 1.3 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40291311&FileExtension=.PDF&FileName=Photo%201.%20%20Accident%20Site-Master.PDF - Photo 2. Building with Outboard Flap Section (item 24, .PDF, 1.2 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40291312&FileExtension=.PDF&FileName=Photo%202.%20%20Building%20with%20Outboard%20Flap%20Section-Master.PDF - Photo 3. Propeller with Ice on Boot (item 25, .PDF, 1.4 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40291313&FileExtension=.PDF&FileName=Photo%203.%20%20Propeller%20with%20Ice%20on%20Boot-Master.PDF - Photo 4. Ice on Right Strobe Light (item 26, .PDF, 1.2 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40291314&FileExtension=.PDF&FileName=Photo%204.%20%20Ice%20on%20Right%20Strobe%20Light-Master.PDF - Photo 5. Attitude Indicator Gyro with Rub Witness Marks (item 27, .PDF, 1.2 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40291315&FileExtension=.PDF&FileName=Photo%205.%20%20Attitude%20Indicator%20Gyro%20with%20Rub%20Witness%20Marks-Master.PDF - Photo 6. Propeller Anti Ice Switch (item 28, .PDF, 1.3 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40291316&FileExtension=.PDF&FileName=Photo%206.%20%20Propeller%20Anti%20Ice%20Switch-Master.PDF - Photo 7. RMI (item 29, .PDF, 1.1 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40291317&FileExtension=.PDF&FileName=Photo%207.%20%20RMI-Master.PDF - Photo 8. ADF (item 30, .PDF, 3.6 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40291319&FileExtension=.PDF&FileName=Photo%208.%20%20ADF-Master.PDF - Photo 9. Stand By Alternator Test (item 31, .PDF, 4.1 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40291320&FileExtension=.PDF&FileName=Photo%209.%20%20Stand%20By%20Alternator%20Test-Master.PDF From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.