Cessna 208B accident near Alliance, Nebraska, February 8, 2007
On February 8, 2007 at about 9:25 am local time, a Cessna 208B, registered N1116Y, was substantially damaged in an accident near Alliance, Nebraska (Alliance Muni airport). It was flown under charter and air-taxi rules (Part 135). 1 person was seriously injured. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
The pilot's descent below minimum descent altitude while on a nonprecision approach. A contributing factor was a low ceiling.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 8, 2007 · about 9:25 am local time
- Place
- Alliance, Nebraska · Alliance Muni · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Cessna 208B · all 208Bs on the register
- Registration
- N1116Y · no longer on the register · serial 208B0368
- Damage
- Substantial damage
- Flight
- Flight · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
The pilot was dispatched on a nonscheduled cargo flight to an airport other than his usual destination because it had a precision instrument approach, while his usual destination airport did not. The pilot elected to fly to his usual airport, and attempted a nonprecision instrument approach. The airport had both a VOR and an NDB approach. The NDB approach was noted as being out of service, although there was still a radio signal coming from the navigation aid. The pilot was cleared for the VOR approach, although instrumentation inside the cockpit was found set for the NDB approach, and radar track data disclosed that the flight path was consistent with the NDB approach path, not the VOR's. The airport's reported weather was 1.25 miles visibility, with a 200-foot overcast in mist. The airport's minimum NDB approach altitude is 652 feet above touchdown height. The airplane did not reach the runway, and collided with a pole and a building. Inspection of the airplane disclosed no evidence of any preimpact mechanical malfunctions.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record from the NTSB's investigation tables, in plain English
Pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instrument: airplane
- Flight time: 4,863 hours in all; 523 in this make and model; 3,853 as pilot in command
- Last flight review: January 1, 2007
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: left
- Injury: serious injuries
The aircraft
- Airframe total time: 7,299.6 hours
- Last inspection: approved inspection programme, January 1, 2007; 51.3 hours since
- Maximum gross weight: 8,750 lb
- Seats: 2
- Landing gear: fixed
- Engine: Pratt & Whitney Canada PT6A-114A (turboprop); 0 hours total
The flight
- Departed from: OMA Omaha NE at 6:45 am
- Destination: AIA Alliance NE
- Flight plan: IFR
- Runway 12, 9,202 ft by 150 ft
Weather at the time
- Light: night
- Wind: from 050° at 4 knots
- Visibility: 1.2 statute miles
- Sky: overcast at 200 ft
- Temperature: 21°F (-6°C), dew point 19°F (-7°C)
- Altimeter: 30.17 inHg
- Observation at 8:53 am from AIA, 6 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
Other NTSB records under N1116Y the same tail number, which may have belonged to a different aircraft at the time
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.