MIA02FA037

The flight departed from Little Rock, Arkansas, about 2356 cst, and approximately 49 minutes after takeoff, the FAA approved un-augmented Automated Weather Observing System (AWOS-3) installed at the destination airport began reporting the visibility as 1/4 statute mile; the visibility continued to be reported as that value for several hours after the accident. Title 14 CFR Part 135.225 indicates no pilot may begin an instrument approach procedure to an airport with an approved weather reporting facility unless the latest weather report issued by that weather reporting facility indicates that weather conditions are at or above the authorized IFR landing minimums for that airport. The listed minimums for the ILS approach to runway 05 was in part 3/4 mile visibility. A METAR taken at the destination airport approximately 2 minutes after the accident indicated overcast clouds existed at 100 feet, the temperature and dew point were 4 and 2 degrees Celsius, respectively, and the altimeter setting was 30.16 inHg. No precipitation was present across Arkansas, Mississippi, or Alabama, and no radar echoes were noted along the accident airplane's route of flight. The freezing level near the departure and destination airports at the nominal time of 0600 (4 hours 17 minutes after the accident) was 12000 and 14,500 feet mean sea level, respectively. A witness at the airport reported the fog was the thickest he had seen since working at the airport for the previous year. The flight was cleared for an ILS approach to runway 05, and the pilot was advised frequency change was approved. The witness waiting at the airport reported hearing a sound he associated with a shotgun report. Radar data indicated that between 0138:47, and 0142:11, the airplane was flying on a northeasterly heading and descended from 2,400 feet msl, to 900 feet msl. At 0142:11, the airplane was located .43 nautical mile from the approach end of runway 05. The next recorded radar target 24 seconds later indicated 1,000 feet msl, and was .20 nautical mile from the approach end of runway 05. The touchdown zone elevation for runway 05 is 700 feet msl. The airplane crashed in a wooded area located approximately 342 degrees and .37 nautical mile from the approach end of runway 05; the wreckage was located approximately 4 hours after the accident. Examination of trees revealed evidence the airplane was banked to the left approximately 24 degrees, and the descent angle from the trees to the ground was calculated to be approximately 22 degrees. All components necessary to sustain flight were either attached to the airplane or in close proximity to the main wreckage. There was no evidence of post crash fire and a strong odor of fuel was noted at the scene upon NTSB arrival. A 8-inch diameter pine tree located near the initial ground impact sight exhibited black paint transfer and a smooth cut surface that measured approximately 46 inches in length. The bottom portion of the cut was located 4 feet above ground level. The flap actuator was found nearly retracted; examination of the components of the flap system revealed no evidence of preimpact failure or malfunction. Examination of the flight control system for roll, pitch, and yaw revealed no evidence of preimpact failure or malfunction. Examination of the engine and engine components with TSB of Canada oversight revealed no evidence of preimpact failure of the engine or engine components. Examination of the propeller with FAA oversight revealed no evidence of preimpact failure or malfunction. Examination of the components of the autopilot system, selected avionics and flight instruments from the airplane with FAA oversight revealed no evidence of preimpact failure or malfunction. The pilot's attitude indicator had been replaced on October 14, 2001, and according to FAA personnel, the mechanic and facility that performed the installation did not have the necessary equipment to perform the operational checks required to return the airplane to service. The FAA flight checked the ILS approach to runway 05 two times after the accident and reported no discrepancies.

History of flight

On December 1, 2001, about 0143 central standard time, a Cessna 208B, N499BA, registered to and operated by Air Carriers, Inc., using call sign "Fast Check 600", collided with trees then terrain during an instrument landing system (ILS) approach to runway 05, at Bessemer Airport, Bessemer, Alabama. Instrument meteorological conditions (IMC) prevailed at the time and an instrument flight rules (IFR) flight plan was filed for the 14 CFR Part 135, on-demand, non-scheduled, domestic, cargo flight from Little Rock, Arkansas, to the Bessemer Airport, Bessemer, Alabama. The airplane was destroyed and the commercial-rated pilot and a pilot-rated passenger (another company pilot) were fatally injured. The flight originated approximately 2356 from the Adams Field Airport, Little Rock, Arkansas.

Shortly after takeoff, the flight was radar identified and cleared to fly direct to the Bessemer Airport. At 0009, air traffic control (ATC) communications were transferred from the Little Rock Air Traffic Control Tower to the Memphis Air Route Traffic Control Center (Memphis ARTCC). The flight remained in contact with that facility from 0009 to 0122; radar data indicates that between 0011 and 0122, the flight was conducted at 9,000 feet mean sea level (msl). At 0055, the R13 sector controller provided the pilot the Birmingham altimeter setting of 30.17 inHg. At 0122, ATC communications were transferred to Birmingham Air Traffic Control Tower (KBHM ATCT).

According to a transcription of communications between the pilot of Fast Check 600 and the Birmingham ATCT, at 0122:51, the pilot contacted the facility and advised the controller that the flight was at 9,000 feet msl. The controller acknowledged the contact and advised the pilot "expect lower in one zero miles and visual approach Bessemer airport." The pilot responded with, "600." At 0126:41, the controller cleared the flight to descend and maintain 4,000 feet msl, which was acknowledged. At 0126:57, the pilot requested radar vectors for the instrument landing system approach, to which the controller responded initially roger, followed by, "maintain three thousand till brookwood cleared ILS runway five approach to Bessemer." The pilot acknowledged the descent clearance and at 0137:44, he advised the controller that the flight was "about to intercept", to which the controller replied, "fast check six hundred roger change to advisory frequency is approved report your cancellation in the air this frequency or on the ground clearance delivery frequency." The pilot acknowledged the transmission from the controller with, "fast check six hundred." There were no further recorded radio transmissions from the accident pilot, and there was no record that the Birmingham ATCT controller provided the pilot with an altimeter setting.

A witness who was on the airport waiting for the flight to arrive reported hearing the engine sound at a distance, and then heard a sharp sound he associated with a shotgun report north of runway 5. The witness reported heavy fog existed at the airport at the time of the accident.

Review of radar data from Atlanta Air Route Traffic Control Center (ARTCC) associated with the accident airplane revealed that between 0138:47, and 0142:11, the airplane was flying on a northeasterly heading and descended from 2,400 feet msl, to 900 feet msl. At 0142:11, the airplane was located at 33 degrees 18 minutes 12 seconds North latitude, and 086 degrees 56 minutes 22 seconds West longitude, or approximately 225 degrees and .43 nautical mile from the approach end of runway 05. The next recorded radar target 24 seconds later at 0142:35, was indicating 1,000 feet msl, and was located at 33 degrees 18 minutes 41 seconds North latitude, and 086 degrees 55 minutes 56 seconds West longitude, or 005 degrees and .20 nautical mile from the approach end of runway 05. The touchdown zone elevation for runway 05 is 700 feet msl.

A search for the airplane was conducted; the wreckage was located approximately 4 hours after the accident.

Personnel information

The pilot-in-command seated in the left front seat was the holder of a commercial pilot certificate, with airplane single and multi-engine land, and instrument airplane ratings. He was issued a second-class medical certificate on August 30, 2001, with the limitation, "Holder shall wear lenses that correct for distant vision and possess glasses that correct for near vision while exercising the privileges of his airman certificate."

Air Carriers, Inc., and BancServ Air, Inc., are owned by the same individual. Air Carriers, Inc., and BancServ Air, Inc., were assigned Air Carrier certificate number DKBA109S and VKSA957T, respectively. Air Carriers, Inc., and BancServ Air, Inc., were authorized by the Federal Aviation Administration (FAA) to conduct on-demand cargo only operations, and on-demand operations, respectively, in accordance with the certificates issued under Title 14 CFR Part 119.

Review of the pilot-in-command's Air Carriers, Inc., training file revealed he completed his initial new hire basic indoctrination training, and general emergency training in Cessna 206 and 210 airplanes on October 11, 2000. He completed initial hazardous materials training on October 12, 2000, and completed the initial new-hire equipment ground training for Cessna 210 airplanes on October 13, 2000. Initial new-hire equipment flight training that consisted of 3.1 hours in an undesignated type airplane was completed on October 14, 2000. He was assigned as pilot-in-command in Cessna 206 and 210 airplanes on October 16, 2000; he was not assigned as pilot-in-command on Cessna 208 airplanes. His last airman competency/proficiency check flight in accordance with 14 CFR Part 135.293, and 297 occurred on November 17, 2001, which consisted of a .8 hour flight in a Cessna 210 airplane. The result of the flight check was listed as "approved."

The pilot-in-command's training file with BancServ Air, Inc., indicates he received initial flight and ground training in Cessna 208 airplanes on February 27, 2001. An airman competency/proficiency check flight form dated February 28, 2001, indicates he passed the flight check that was flown in the accident airplane. He was assigned that same day as pilot-in-command on Cessna 208 airplanes for BancServ Air, Inc.

The pilot-rated passenger seated in the right front seat was the holder of a commercial pilot certificate, with ratings airplane single and multi-engine land, and instrument airplane. He was also the holder of a flight instructor certificate with ratings airplane single engine, multi-engine, instrument airplane, that was issued on January 16, 2001. He was issued a first class medical certificate with no limitations on June 21, 2001. He completed his ground and flight training with Air Carriers, Inc., on July 23, 2001, and was assigned to a fly as pilot-in-command Cessna 206 and 210 airplanes. He had not been trained in the Cessna 208 airplane. His last airman competency/proficiency check flight in accordance with 14 CFR Part 135.293, 297, and 299 occurred on July 21, 2001, which consisted of a 1.4 hours flight in a Cessna 210 airplane. The result of the flight check was listed as "approved."

Aircraft information

The airplane was a Cessna 208B, serial number 208B0689, manufactured in 1998. It was equipped with a 675 shaft horsepower Pratt & Whitney PT6A-114A engine, and a McCauley 3GFR34C703/106GA-0 propeller. The airplane was also equipped with a Shadin Key Data Recorder, a Bendix/King KFC-150 autopilot/flight director system, and an altitude preselector. BancServ Air, Inc., maintained the airplane in accordance with a Federal Aviation Administration (FAA) Approved Aircraft Inspection Program (AAIP). The last recorded altimeter, transponder, and static system checks were performed on May 10, 2000, by Southern Avionics.

The engine was last overhauled on April 3