SEA05FA025

Weather reporting facilities reported icing conditions in the area of the accident site. The pilot of a Cessna Citation flying the same RNAV approach twenty minutes prior to the accident aircraft reported picking up light to occasional moderate rime ice. The last communication between the local air traffic controller and the accident pilot indicated that the flight was two miles south of the final approach fix. The controller inquired if the pilot had the runway in sight, and the pilot reported "negative, still IMC." A witness on the ground near the accident site reported that he heard the aircraft first then saw it at a low level below the cloud base flying in a southeasterly direction. The witness stated that the right wing was lower than the left as the aircraft continued to descend. The witness then noted that the wings were moving "side to side" (up and down) a couple of times before the nose of the aircraft dropped near vertical to the terrain. This witness reported hearing the sound of the engine running steady throughout the event. The wreckage was located in a flat open field about 3,000 feet south of the final approach fix coordinates. The aircraft was destroyed by impact damage and a post crash fire.

History of flight

On December 6, 2004, about 1020 mountain standard time, a Cessna 208B, N25SA, registered to Spirit Air Inc., operated by Mountain Bird Inc., doing business as Salmon Air, Salmon, Idaho, as a 14 CFR Part 135, commercial cargo flight under contract with United Parcel Service, collided with flat open terrain located about seven miles south of Bellevue, Idaho. The flight was designated as Mountain Bird 1860. Visual meteorological conditions prevailed at the time and an instrument flight rules flight plan was filed. The aircraft was destroyed by impact damage and a post-crash fire. The airline transport pilot-in-command and another company airline transport pilot that was on board for the purpose of transportation to his home base, and had no flight crew responsibilities were fatally injured. The flight originated from Salt Lake City, Utah, about one hour and fifteen minutes prior to the accident and was destined for Friedman Memorial (SUN), Hailey, Idaho.

A witness who was working in a field next to the accident site reported that he heard the aircraft first then saw it at a low level below the cloud base flying in a southeasterly direction. The witness stated that the right wing was lower than the left as the aircraft continued to descend. The witness then noted that the wings were moving "side to side" a couple of times before the nose of the aircraft dropped near vertical to the terrain. This witness reported hearing the sound of the engine running steady throughout the event.

Another witness in the area reported only hearing the sound of the engine "accelerate" before hearing a "big boom."

The pilot of a Cessna Citation 525A, N525DG, was interviewed by the investigator-in-charge (IIC) on December 7, 2004. The pilot reported that his flight departed from SUN at 0904. The pilot reported that a light accumulation of snow covered the taxiway and runway during taxi for takeoff. During the climb-out, the pilot noted that visibility to the southeast was between four to five miles and the ceiling was approximately 2,500 feet. The bases of the clouds were about 7,500 feet and the tops were about 9,000 feet and ragged. The pilot reported that during the climb, he activated the engine and wing heat prior to entering the cloud bases. No accumulation of ice was noted on the unprotected areas during the climb.

The pilot of a Cessna Citation 525, N525DR, was interviewed by the investigator-in-charge on December 7, 2004. A written statement was also provided. This pilot reported that he was ahead of the Cessna 208 and flying the same instrument approach to SUN. The pilot reported that from about 12,000 feet to about 8,000 feet, they were in instrument meteorological conditions (IMC) and "picking up light to occasional moderate rime ice." The flight broke out of IMC and ice accumulation about four to five miles south of the final approach fix (LIBYO). The pilot reported that the ice accumulation started about 40 to 50 miles out from SUN. He stated that the tops of the clouds were about 12,000 feet and the bases from about three miles from the final approach fix were about 7,500 feet to 8,000 feet.

Air traffic control records indicated that N525DR reported over LIBYO (final approach fix) at 0957, and was cleared to land. The aircraft landed at SUN at 0959.

Personnel information

At the time of the accident, the pilot held an airline transport pilot certificate for airplane multiengine land; a commercial certificate for airplane single-engine land; a flight instructor certificate for airplane single-engine, multi-engine and instrument; ground instructor for advanced and instrument, and mechanic certificates for airframe and powerplant.

The pilot was issued a Class 2 Federal Aviation Administration medical certificate on June 15, 2004. A limitation indicated "Must wear corrective lenses."

A review of the pilot's flight logbooks by the NTSB IIC noted a total flight time in all aircraft of 9,757 hours, with 9,277 hours as pilot-in-command (PIC). A total time of approximately 202 hours had been accumulated in the Cessna 208/208A/208B aircraft.

The logbooks indicated that the pilot began flying with Ameriflight, a 14 CFR Part 135 operator in June 1990, and began flight training in the Piper PA 31-350. By July 1990, the pilot was logging the flight as PIC. In January 1991, the logbook indicated the first flight in a Cessna 208A as second-in-command (SIC) and PIC by February. The pilot accumulated a total time of 54.7 hours between January and April 1991, flying in the central to southern California area. The pilot then transitioned to the Beech BE99 aircraft, with flights also in the Piper PA31 and PA32.

The logbook does not indicate flight time in a Cessna 208 again until July 1992 to July 1993. During this period, the pilot flew the Cessna 208, accumulating a total flight time of 25.7 hours, still flying with Ameriflight in the southern California and Arizona areas. In 1993, the pilot also started flying in Utah, Idaho and Colorado.

In April 1994, the logbook noted the pilot's last flight with Ameriflight, followed shortly by a notation of beginning flight in a Beech BE90 for Guardian Air One in Arizona. Several flights were logged before the pilot discontinued flying with Guardian Air One and began flying a Beech BE A90 with Air Adventures Skydiving.

In 1999, the logbook indicated that the pilot started back with Ameriflight in the Piper PA32 and Beech 99 until July 2004, when the pilot signed on with American Aviation flying the Piper PA-31-350 until October 2004.

Personnel records obtained from Salmon Air, indicated that the pilot began employment on October 1, 2004. Basic indoctrination was completed on October 15. The pilot attended and passed the Flightsafety International Caravan 1 (CE-208) 135 Initial/Transition course on October 22. On October 26, the pilot satisfactorily completed the Salmon Air Cessna 208B Caravan check ride.

A review of Salmon Air's training program, Operating Specifications and the flight and ground training records for the pilot, revealed that the program included a section for winter operations. The majority of the program was generic to their fleet of aircraft. One page of information specific to the Cessna 208 Caravan indicated, "The Cessna Caravan's weak point known throughout the industry is its ground icing and/or in-flight icing scenarios." Test questions answered by the pilot also indicated his knowledge of the hazards of ice accumulation on this model aircraft. The training program does not identify specific minimum operating or approach speeds in the event of ice accumulation other than the statement, "Never cycle boots below 130 KIAS-preferably higher. The higher the speed the more effective the boots work."

The operator reported that the pilot was hired to fly a United Parcel Service (UPS) contract, which originates in Salt Lake City, Utah. The pilot's normal work duty was from Monday through Thursday with a typical duty day starting between 0500 and 0530, and ending the day between 1830 and 1900. The route of flight is Salt Lake City to Sun Valley, to Challis, Idaho, to Salmon in the morning as Mountain Bird 1860. In the afternoon, the route is from Salmon to Sun Valley to Salt Lake City as Mountain Bird 1861.

While employed with Salmon Air to the time of the accident, the flight logbook indicated a total flight time of 121.2 hours. Simulator training at Flight Safety indicated 12.8 hours. The flight logbook indicated a total of 23 days with flights into SUN. In the remarks section, two entries were noted that indicated a GPS approach to runway 31 was accomplished at SUN.

Aircraft information

The operator followed the Cessna Model 208 Progressive Card Program to accomplish hourly phase maintenance inspections.

The last maintenance logbook entry dated December 3, 2004, indicated a total airframe and