N793FE

HISTORY OF FLIGHTOn November 6, 2012, about 0745 central standard time, a Cessna model 208B airplane, N793FE, was substantially damaged when it collided with a hedgerow during a forced landing following a loss of engine power near Wichita, Kansas. The loss of engine power occurred about 4-1/2 minutes after departing Wichita Mid-Continent Airport (ICT), Wichita, Kansas. The commercial pilot, who was the sole occupant, was fatally injured. The airplane was registered to the Federal Express Corporation and operated by Baron Aviation Services Incorporated, under the provisions of 14 Code of Federal Regulations Part 135 while on an instrument flight plan. Day visual meteorological conditions prevailed for the cargo flight that had the intended destination of Garden City Regional Airport (GCK), Garden City, Kansas.

According to air traffic control transmissions, at 0734:35 (hhmm:ss), the pilot requested an instrument flight rules clearance from ICT to GCK. Radar track data indicated that the airplane departed runway 19R approximately 0737:45. At 0738:18, the tower controller told the pilot to change to the departure control frequency. The departure controller then cleared the flight to proceed direct to GCK and to climb to 8,000 ft mean sea level (msl). The airplane continued to climb on a westerly heading until 0742:02, at which time the airplane began a left 180-degree turn back toward the departure airport. According to radar data, the airplane had reached 4,700 ft msl when it began the left turn.

At 0742:13, the pilot transmitted that his airplane had experienced a loss of engine power and that he was attempting to return to the departure airport. At 0742:31, the pilot asked if there were any nearby airports because he was unable to reach ICT. The departure controller provided vectors toward an airstrip that was approximately 2.5 miles southeast of the airplane's position. At 0743:46, the pilot advised that he could not see the airstrip because the airplane's windshield was contaminated with oil. At 0744:57, the pilot's final transmission was that he was landing in a grass field. The airplane was located about 2.2 miles south of ICT at 1,600 feet msl, about 300 feet above ground level (agl) at the time of the last transmission. The radar data continued northeast another 1/2 mile before radar contact was lost at 0745:15.

A witness to the accident reported that he was outside his residence when he observed the accident airplane overfly his position. He recalled that the airplane's propeller was not rotating and that he did not hear the sound of the engine operating. He stated that the airplane landed in a nearby agricultural field on a northeast heading. He reported that during the landing rollout the airplane impacted a hedgerow located at the northern edge of the field. The witness indicated that the pilot was unresponsive when he arrived at the accident site and that there was a small grass fire located 8 to 10 feet in front of the main wreckage. PERSONNEL INFORMATIONAccording to Federal Aviation Administration (FAA) records, the pilot, age 52, held a commercial pilot certificate with single and multi-engine land airplane and instrument airplane ratings. He also held a flight instructor certificate with single and multi-engine land airplane and instrument airplane ratings. His last aviation medical examination was completed on April 2, 2012, when he was issued a second-class medical certificate with a limitation for corrective lenses.

The pilot's flight history was reconstructed using information provided by the operator. The pilot had been employed by the operator, Baron Aviation Services Incorporated, since September 2005. On April 11, 2012, the pilot reported having over 15,000 hours total flight experience, of which about 3,900 hours were accumulated in single engine airplanes and 11,000 hours in multi-engine airplanes. Company flight records indicated that he had flown 361.3 hours during the past year, 198.8 hours during the prior 6 months, 117.3 hours in the previous 3 months, and 30.8 hours in the last 30 days. The pilot had not flown during the 24 hour period before the accident.

According to training records, from August 20, 2012, through August 22, 2012, the pilot attended recurrent training for the Cessna model 208 airplane at FlightSafety International, located in Wichita, Kansas. The recurrent training consisted of 15 hours of ground instruction, 4 hours of simulator training, and 2 hours of flight briefing/debriefing. The pilot's most recent FAA Part 135 Proficiency/Qualification Check for the Cessna model 208B airplane was satisfactorily completed on August 22, 2012, following the recurrent training. AIRCRAFT INFORMATIONThe accident airplane was a 1991 Cessna model 208B airplane, serial number (s/n) 208B0291. The cargo airplane had a maximum takeoff weight of 8,750 pounds and was equipped for operation under instrument flight rules and in known icing conditions.

The accident airplane was issued a standard airworthiness certificate on November 27, 1991. The current FAA registration certificate was issued on January 8, 1992. The airplane was maintained under the provisions of a FAA-approved manufacturer inspection program. The last phase inspection was completed on September 28, 2012, at 10,790.6 hours total airframe time. A postaccident review of the maintenance records found no history of unresolved airworthiness issues. The airplane hour meter indicated 10,852.2 hours at the accident site.

The airplane was powered by one Pratt & Whitney model PT6A-114A, s/n PCE-17282, 675 shaft horsepower engine with a three bladed constant-speed McCauley propeller. The gas generator featured a three-stage axial, single-stage centrifugal compressor, a reverse annular-type combustion chamber, and a single stage compressor turbine. A single-stage power turbine drives a reduction gear assembly and power output drive flange.

Maintenance service records established that the engine had accumulated 13,466.6 hours since new (TSN) and 12,499 cycles since new (CSN). The last overhaul was completed by the Pratt & Whitney service facility located in Bridgeport, West Virginia, on April 12, 2001. The engine had accumulated 5,516.1 hours and 4,793 cycles since the last overhaul. The compressor turbine disk and blades were inspected by Pratt & Whitney Engine Services on April 13, 2006, at 4,999 TSN and 5,747 CSN. The last borescope inspection was completed on September 28, 2012, with no defects observed. At the time of the accident, the compressor turbine blades had accumulated 7,880 hours and 8,473 cycles since new. METEOROLOGICAL INFORMATIONThe closest weather observing station was located at the departure airport, about 2 miles north of the accident site. At 0753, the ICT automated surface observing system reported the following: wind 200 degrees magnetic at 5 knots, visibility 7 miles, few clouds at 6,500 feet above ground level (agl) and scattered clouds at 11,000 and 20,000 feet agl, temperature 4 degrees Celsius, dew point 2 degrees Celsius, and an altimeter setting of 30.08 inches of mercury. AIRPORT INFORMATIONThe accident airplane was a 1991 Cessna model 208B airplane, serial number (s/n) 208B0291. The cargo airplane had a maximum takeoff weight of 8,750 pounds and was equipped for operation under instrument flight rules and in known icing conditions.

The accident airplane was issued a standard airworthiness certificate on November 27, 1991. The current FAA registration certificate was issued on January 8, 1992. The airplane was maintained under the provisions of a FAA-approved manufacturer inspection program. The last phase inspection was completed on September 28, 2012, at 10,790.6 hours total airframe time. A postaccident review of the maintenance records found no history of unresolved airworthiness issues. The airplane hour meter indicated 10,852.2 hours at the accident site.

The airplane was powered by one Pratt & Whitney model PT6A-114A, s/n PCE-17282, 675 shaft horsepower engine with a three bladed constant-speed McCauley propeller. The gas generator featured a three-stage axial, single-stage centrifugal compressor, a reverse annular-type combustion chamber, and a single stage compressor turbine. A single-stage power turbine drives a reduction gear assembly and power output drive flange.

Maintenance service records established that the engine had accumulated 13,466.6 hours since new (TSN) and 12,499 cycles since new (CSN). The last overhaul was completed by the Pratt & Whitney service facility located in Bridgeport, West Virginia, on April 12, 2001. The engine had accumulated 5,516.1 hours and 4,793 cycles since the last overhaul. The compressor turbine disk and blades were inspected by Pratt & Whitney Engine Services on April 13, 2006, at 4,999 TSN and 5,747 CSN. The last borescope inspection was completed on September 28, 2012, with no defects observed. At the time of the accident, the compressor turbine blades had accumulated 7,880 hours and 8,473 cycles since new. WRECKAGE AND IMPACT INFORMATIONAn on-scene investigation was completed by representatives with the National Transportation Safety Board (NTSB), Federal Aviation Administration (FAA), Cessna Aircraft Company, Pratt & Whitney Canada, and the operator Baron Aviation Services Incorporated. The airplane landed in a recently planted field of winter wheat. The dry agricultural field contained depressions consistent with the spacing of the airplane landing gear. These tire tracks began about 518 feet from the hedgerow located on the northern border of the field. The airplane was found entangled with a large tree that was part of the hedgerow. The right side of the forward fuselage, including the right side of the cockpit, had collided with the trunk of the tree. Both wings were found partially separated from the fuselage. There was engine oil observed on the airframe, including the cockpit windshield, from the nose bowl aft to the empennage su...