History of the Flight
The Morningstar Air Express Inc. Cessna 208B Caravan (registration C-FEXS, serial number 208B0542), operating as MAL8060, departed from Winnipeg, Manitoba, on a freight flight to Thunder Bay, Ontario, with one pilot on board. The aircraft departed at 0537 central daylight time. Shortly after take-off, the flight was cleared to 9000 feet above sea level and direct to Thunder Bay. Several minutes later, the aircraft began a descent and the pilot requested an immediate return to the Winnipeg International Airport. The aircraft turned right to a southwesterly heading, and then the descent continued below radar coverage. After a very steep descent, it crashed on railway tracks in Winnipeg.
On the day before the occurrence, the accident aircraft arrived in Winnipeg from Thunder Bay. The aircraft was parked in a heated hangar overnight and was pulled outside at about 0410 central daylight time. The pilot reviewed weather information and completed flight planning. The aircraft was refuelled and taxied to Apron V, where it was loaded with cargo. After loading, the pilot obtained an IFR clearance, taxied to Runway 36, and departed. The aircraft climbed on runway heading for about one minute to 1300 feet asl. The flight was cleared to 9000 feet asl direct to Thunder Bay, and the pilot turned on course. The aircraft continued climbing, reaching a maximum altitude of 2400 feet asl about 2.5 minutes after take-off, then started a gradual descent until it descended below radar coverage. The accident occurred during hours of darkness at 0543.
Injuries to Persons
The pilot suffered fatal injuries. No other persons were on board.
Damage to Aircraft and Other Damage
The aircraft was destroyed by the impact forces and the post-impact fire. The occurrence impact and post-impact fire damaged several sections of the north and south main-line railway tracks at Mile 1.1 of the Canadian National (CN) Rivers Subdivision near the intersection of Donald Street and Corydon Avenue in Winnipeg.
Personnel Information
The pilot held an airline transport pilot licence issued 09 April 1999 with a Group 3 instrument rating and a Category I medical certificate. The pilot had about 4570 total flying hours, including 1500 hours on the Cessna 208 aircraft type. The pilot began work with Morningstar Air Express on the Cessna 208 in November 2000. The last proficiency check in February 2005 included a satisfactory rating for icing encounter. The pilot's last flight simulator training was successfully completed in January 2005, and last recurrent ground training in April 2005. At the time of the accident, the pilot was based in Moncton, New Brunswick, and was temporarily based in Winnipeg. The pilot reported for duty at about 0315 on October 6 and was alert and in good spirits.
Aircraft Information
The Cessna 208B Caravan (year of manufacture 1996, serial number 208B0542) was equipped with one Pratt & Whitney Canada PT6A-114A engine and a McCauley propeller. The certificate of airworthiness was issued 02 December 2003. Total airframe time was 6724 hours. The maximum allowable take-off weight is 8750 pounds (8550 pounds in icing conditions). Fuel type used was Jet A-1. The aircraft was maintained in accordance with approved procedures.
Weight and Balance
Technical records showed the aircraft basic weight as 4844 pounds with an index of 436.83, but an error was discovered: during a battery replacement, the weight difference was added rather than subtracted, giving a correct basic weight of 4837 pounds with an index of 438.18. The aircraft had 1225 pounds of fuel remaining from the previous flight, and 242 litres of Jet A-1 were added, resulting in ramp fuel of 1677 pounds; after estimated burn of 70 pounds during ground operations, take-off fuel was about 1607 pounds. The cargo manifest indicated 2288 pounds, but investigation found errors: the correct cargo weight was 2474 pounds. Using corrected weights, the calculated take-off weight was 9038 pounds, 288 pounds over the maximum take-off weight and 488 pounds over the maximum for icing conditions. The cargo was loaded using a bulk method without tie-downs; the weight in each zone was estimated. The aircraft's centre of gravity could not be precisely determined, but calculations indicated it was likely within the allowable range, though partly in the shaded warning area.