Introduction
On December 30, 2014, about 0825 mountain standard time, a Cessna 208B, registration N950FE, impacted terrain during landing at the Roswell International Air Center Airport (KROW), Roswell, New Mexico. The pilot was not injured, and the airplane sustained substantial damage. The aircraft was operated by Baron Aviation Services, Inc., as flight Show-Me 8756, a scheduled cargo flight under 14 CFR Part 135. Instrument meteorological conditions (IMC) prevailed, and an instrument flight rules (IFR) flight plan was filed. The flight originated from Lubbock Preston Smith International Airport (KLBB) around 0715.
Flight History
The pilot reported encountering in-flight icing and solid IMC for most of the flight, with the airplane unable to climb above 8,500 feet mean sea level due to ice formation on unprotected wing surfaces. During the approach, the controller issued vectors and altitude changes. The pilot acknowledged a clearance to 4,900 feet but noted limited elevator control, stating his controls were "almost frozen." He controlled descent by adjusting power and elected not to use flaps, maintaining at least 100 knots. About three miles from the runway, the controller cleared the pilot to 4,580 ft, and two miles out recommended 4,280 ft. The pilot could not identify the runway in time for a normal descent and instead initiated a circling approach to runway 35. On the second landing attempt, before crossing the threshold, the airplane experienced an un-commanded roll to the left, causing the left wing and aileron to strike the ground.
Pilot and Aircraft Information
The pilot held an airline transport pilot certificate with single- and multi-engine land ratings and a flight instructor certificate. He had a first-class medical certificate issued September 15, 2016, and reported 2,798 total flight hours, with 113 hours in the Cessna 208B. The aircraft was a high-wing, single-engine turboprop with fixed tricycle landing gear, powered by a Pratt & Whitney PT6A engine. It was on an approved inspection plan, with the last inspection on November 20, 2014, and had accumulated 14,945.4 hours. The Pilot's Operating Handbook Supplement S1 (Known Icing Equipment) specified minimum airspeeds in icing conditions: flaps up, 120 KIAS; flaps 10, 105 KIAS; flaps 20, 95 KIAS. It also outlined conditions prohibiting continued flight in icing, such as inability to maintain 120 KIAS in level flight. The pilot had completed two online icing training courses.
Meteorological Conditions
At 0751, the KROW automated weather observing system reported wind from 020 degrees at 13 knots, visibility 1 3/4 miles in light snow, broken clouds at 500 feet, temperature minus 4°C, dew point minus 6°C, and altimeter 30.41 inches. Sunrise occurred at 0702. The pilot obtained the weather package from a ramp agent at KLBB, noting several airports along the route reported snow, drizzle, or freezing rain.
Communications
Radio transcripts revealed the pilot informed the controller of control difficulties. After missing the initial approach, the pilot requested a circling approach, keeping the runway in sight. The controller cleared him to land on runway 35. During the circling approach, an intermittent stall warning horn was audible in transmissions. The pilot eventually declared an emergency following the wing strike.
Examination
Post-accident examination revealed substantial damage to the wing, along with frost and ice accumulation on the airplane.