History of Flight
On April 13, 2022, at about 0832 mountain daylight time, a Cessna 208B Grand Caravan, registration N928JP, was substantially damaged when it struck a vent stack and came to rest on a rooftop near Heyburn, Idaho. The pilot was fatally injured. The airplane was operating as a Title 14 Code of Federal Regulations Part 135 cargo flight from Salt Lake City International Airport (SLC) to Burley Municipal Airport (BYI) under the call sign Gem Air 1826.
The pilot filed an instrument flight rules flight plan, departed SLC about 0700, and flew uneventfully to BYI. The first approach to runway 20 was initiated using the RNAV (GPS) approach via the MALTT transition. After flying over the runway at low altitude with flaps up, the pilot initiated a missed approach. ATC cleared the pilot for a second RNAV runway 20 approach. During the second approach, the airplane descended along a 3.75° glide path. Video footage showed the airplane in a wings-level, flaps-up, nose-high descent before striking a vent stack on the roof of a processing plant. The stack was within the lateral boundaries of the approach path, with 98 ft clearance between the top of the stack and the glide path.
Personnel Information
The pilot had been on duty since 0600 on the day of the accident. Records show she had flown the same route multiple times in the preceding days. She had completed initial CE-208B training in November 2021 and passed proficiency checks in February 2022. The operator's training program included standards for non-precision approaches, with an airspeed target of 120 KIAS after the final approach fix. The pilot had operated to and from BYI at least 13 times in the past year.
Aircraft Information
The airplane was equipped with a TKS Ice Protection System and a cargo pod. The S-1 Icing Supplement defined icing conditions as visible moisture at or below 5°C. Both approaches were conducted in light snow with temperatures below 5°C, meeting that definition. The supplement specified a minimum airspeed of 95 KIAS with flaps up and 85 KIAS with flaps 10°–20°, with a maximum flap setting of 20° for landing. The airplane had a Low Airspeed Awareness System (LAA) that warned when airspeed fell below 97.5 KIAS in icing conditions. The airplane was within center of gravity limits for the flight.
Meteorological Information
Automated weather at BYI near the time of the first approach (0810) reported wind from 190° at 8 knots, visibility 1 mile in light snow and mist, broken ceiling at 2,300 ft, overcast at 2,800 ft, temperature -3°C, dew point -5°C. At 0840, during the second approach, conditions were wind from 210° at 8 knots, visibility 2.5 miles, light snow, broken ceiling at 3,000 ft, overcast at 4,700 ft, temperature -3°C, dew point -6°C. AIRMET advisories forecast mountain obscuration and moderate icing.
Wreckage and Impact Information
The airplane came to rest on its right side on the rooftop. Both wings, propeller, belly pod, TKS tank, and nose wheel separated. No structural ice was found on the wreckage. The flap actuator indicated flaps fully retracted. Engine examination showed internal contact signatures consistent with power at impact, with no pre-impact anomalies. The Garmin G1000 memory cards were damaged with no recoverable data.
Additional Information
The FAA Aeronautical Information Manual noted hazards of exhaust plumes, including turbulence and reduced visibility. The Airplane Flying Handbook advised greater reliance on flight instruments at higher pitch attitudes. Federal regulations require immediate execution of a missed approach if visual references are not met at the decision altitude or missed approach point.