On August 18, 2019, about 1037 Hawaii-Aleutian standard time, a Cessna 208B-EX airplane, N879MA, sustained substantial damage when it was involved in an accident near Lahaina, Hawaii. The eight passengers and two pilots were not injured. The airplane was operated by Mokulele Airlines as a Title 14 Code of Federal Regulations Part 135 scheduled passenger flight. The captain reported that the accident occurred while landing during the second flight of the day. The first officer was the pilot flying, and the captain was the pilot monitoring. He and the first officer briefed the approach and chose to fly a speed of 95 knots with an approach flap setting due to the wind conditions. The captain noted that the airplane’s speed on final approach was 115 knots and that the airplane touched down "a little longer than normal." After touchdown, the first officer applied reverse thrust (beta range). He added that, "something didn't feel right" and that the airplane was not decelerating. The captain took control of the airplane and applied the thrust lever to full reverse, but the airplane did not slow down; he applied brakes, but the tires skipped with the brakes locked and had limited effect. The airplane exited the runway, impacted the airport boundary fence, trees, and a ditch, and sustained substantial damage to the left aileron. The first officer reported that, during the approach, the airplane was "a little fast" and floated longer down the runway than normal. He was not sure of the exact touchdown point but noted that he did not hear any loud noise typically associated with the application of reverse thrust. The captain then took the flight controls and applied full reverse thrust with no change or deceleration. The captain then applied full brakes, but the airplane exited the runway. All crew and passengers evacuated through the main door without further incident. One of the passengers, who was also a pilot for the company, reported that, before departure, he observed and heard the reverse thrust operation of the airplane function properly. He added that, during the landing, the airplane touched down about halfway down the runway. He was not able to confirm that the pilots were applying reverse thrust during the landing roll; however, he did feel the brakes being applied. He noted that he did not hear or smell the brakes being locked up and that, after the accident, no tire skid marks were present on the runway or in the grass near where the airplane exited the runway. A review of the Garmin 1000 data indicated that the airplane crossed over the runway numbers at an indicated airspeed of about 115 knots (kts) and landed about 2,000 ft down the 3,000-ft-long runway. The touchdown was registered at approximately 1037:49, with the indicated airspeed of about 96 knots and a ground speed of about 89 knots, as shown in the following figure.

Figure: Approximate touchdown of the airplane at JHM According to the pilots operating handbook (POH), the airplane’s estimated landing ground roll distance using a short field landing technique was about 1,070 ft; however, this assumed full flap extension and an approach speed of 78 knots indicated airspeed. The airplane was reported to have an airframe total time of 8,820.5 hrs at the time of the accident. Review of maintenance records revealed that, the month before the accident, the propeller control lever was adjusted because the propeller could not be brought to the feather stop. The propeller received a 100-hour inspection about 56 flight hours before the accident. Examination revealed that the propeller and gearcase section had been displaced from the engine and came to rest on the ground in front of the airplane. Proper rigging of the propeller controls could not be confirmed, as the airplane was dismantled before the examination could take place.