ERA19TA211

The pilot reported that he was conducting skydiving operations and that the airplane was on final approach to the runway, about 80 ft above ground level and a "few feet before the threshold," when the airplane's windshield became "foggy" and he could not see the runway. He did not attempt to go around because the skydivers were in the area, and he did not want to hit them or trees surrounding the runway. Review of a witness video recording of the landing revealed that the airplane's nose landing gear contacted the runway first, followed by the main landing gear. The airplane bounced, and the nose landing gear impacted the runway again and then collapsed. The pilot reported no preimpact mechanical malfunctions or failures with the airplane that would have precluded normal operation. The airplane was equipped with a defrost system for the forward cabin windshield. However, the system was likely not being used at the time of the accident.

On June 29, 2019, about 0910 eastern daylight time, a Cessna 208B, N80JF, was substantially damaged while landing at Blackwater Creek Ultralight Flightpark (9FD2), Plant City, Florida. The commercial pilot was not injured. The airplane was registered to ISR Aviation LLC and operated as Title 14 Code of Federal Regulations Part 91 skydiving flight. Visual meteorological conditions prevailed at the time of the accident, and no flight plan was filed for the flight. The local flight originated about 0900. According to the pilot, the airplane performed normally during the preflight, takeoff, and skydiving operations. Then, while on the final approach leg to runway 35, about 80 ft above ground level and a "few feet before the threshold," the windshield became "foggy outside" and the pilot could not see the runway. He did not attempt to abort the landing because the jumpers were in the area and he did not want to risk hitting any of them or trees surrounding the runway. The pilot maintained the airplane heading and descent, he felt the main landing gear touchdown, applied reverse thrust, and then felt the nose landing gear collapse before the propeller struck the ground and the airplane came to rest. Review of a witness video recording revealed that during the landing, the nose landing gear contacted the runway first, followed by the main landing gear, and the airplane bounced. Next, the nose landing gear impacted the runway prior to collapsing and the airplane continued down the runway out of view. An examination of the wreckage by a Federal Aviation Administration inspector revealed that the nose landing gear separated from the airplane. In addition, part of the fuselage structure and an engine mount were substantially damaged. The pilot completed Pilot/Operator Aircraft Accident/Incident Report (NTSB form 6120.1/2) and reported no preimpact mechanical malfunctions or failures with the airplane that would have precluded normal operation. Furthermore, in the "Operator/Owner Safety Recommendation" section of the report he stated that the pilot should "use heater/defroster system to prevent sudden visibility restrictions like foggy windshield." A review of the Pilot Operating Handbook (POH) indicated that the airplane was equipped with a defrost system for the forward cabin. According to the POH, the "push-pull control, labeled DEFROST-PULL, FWD CABIN-PUSH, is located on the cabin heat switch and control panel. With the control in the DEFROST position (pulled out), forward cabin air is directed to two defroster outlets located at the base of the windshield."