Cessna 208 accident near Round Rock, Texas, October 19, 2005
On October 19, 2005 at about 4:15 am local time, a Cessna 208, registered N978FE, was substantially damaged in an accident near Round Rock, Texas. It was flown under charter and air-taxi rules (Part 135). 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The loss of engine power due to the failure of the engine-driven fuel pump. A contributing factor was the inadequate inspection of the engine driven fuel pump.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 19, 2005 · about 4:15 am local time
- Place
- Round Rock, Texas · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 208 · all 208s on the register
- Registration
- N978FE · no longer on the register · serial 208B0105
- Damage
- Substantial damage
- Flight
- Flight · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
The airplane was fueled with 65-gallons of jet-A in preparation for the evening's flight. The 6,600-hour pilot stated that no abnormalities were noted during the engine start, and takeoff. However; shortly after departure, and after the pilot had leveled off at 7,000-feet, he reported to air traffic control that he had an engine failure and a total power loss. During the descent, the pilot attempted both an air and battery engine restart, but was not successful. The inspection on the engine was conducted on November 30, 2005. The accessory gearbox had a reddish-brown stain visible beneath the fuel pump/fuel control unit. The accessory gearbox was turned; rotation of the drive splines in the fuel pump (splines for the fuel control unit) was not observed. The fuel pump unit was then removed, the area between the fuel pump and accessory gearbox was stained with a reddish brown color. The fuel pump drive splines were worn. Additionally, the internal splines on the fuel pump drive coupling were worn. The wear on the spline drive and coupling prevented full engagement of the spline drives. Both pieces had evidence of fretting, with a reddish brown material present. The airplane had approximately 130 hours since a maintenance inspection (which included inspection of the fuel pump). The engine had accumulated approximately a total time of 9,852 hours, with 5,574 hours since overhaul.
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: airline transport pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instrument: airplane
- Flight time: 6,600 hours in all; 2,000 in this make and model; 148 in the last 90 days; 47 in the last 30 days; 6,560 as pilot in command
- Last flight review: October 1, 2005
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: left
- Injury: serious injuries
The aircraft
- Airframe total time: 10,623 hours
- Last inspection: approved inspection programme, September 1, 2005; 32 hours since
- Maximum gross weight: 8,750 lb
- Seats: 2
- Landing gear: fixed
- Engine: Pratt & Whitney Canada PT6A-114A (turboprop); 0 hours total
- Operator: Baron Aviation Services
The flight
- Departed from: AUS Austin TX at 3:51 am
- Destination: AFW Fort Worth TX
- Flight plan: IFR
Weather at the time
- Light: night
- Wind: from 190° at 5 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 68°F (20°C), dew point 61°F (16°C)
- Altimeter: 29.97 inHg
- Observation at 4:53 am from AUS, 20 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.
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.