History of Flight
On April 19, 2008, at approximately 1615 central daylight time, a Cessna P206 (N2537X) operated by Freefall Express Skydiving, Inc. was destroyed when it struck trees and terrain after an in-flight loss of control near Mount Vernon, Missouri. The skydiving flight, conducted under 14 CFR Part 91 without a flight plan, had originated from Mount Vernon Municipal Airport around 1530. The pilot and six parachutists were on board; the pilot and one parachutist sustained serious injuries, two parachutists were fatally injured, and three parachutists were not injured.
According to written statements from the four surviving parachutists, during the climb to the intended jump altitude of 10,500 feet above ground level, the stall warning horn sounded intermittently. Several parachutists noted they had heard it on previous flights and paid no particular attention. Upon reaching altitude, the pilot signaled for a parachutist to open the door. She informed the pilot the airplane had overshot the drop zone by about 1 mile. As the pilot initiated a right turn back toward the drop zone, the stall warning horn sounded again, and the airplane "rolled off on its right wing" and entered a spin. Parachutists described rapid spinning, being pressed against the cabin, and feeling disoriented. The pilot instructed everyone to move aft to transfer weight. Three parachutists exited and parachuted safely. A fourth parachutist broke her right leg after striking the horizontal stabilizer during exit but deployed her reserve and landed safely. The reserve parachute of a fifth parachutist deployed and entangled around the tail; she sustained fatal injuries. The sixth parachutist was unable to exit and was found inside the wreckage, fatally injured. The pilot was airlifted to a hospital.
Seven ground witnesses observed the airplane descending nose-down and spinning. Some witnesses reported the airplane temporarily recovered between 2,000 and 3,000 feet before entering another spin. Several witnesses noted a white parachute attached to the tail of the airplane during the second spin sequence.
Personnel Information
The pilot, aged 32, held a commercial pilot certificate with single-engine, multiengine, and instrument ratings issued in September 2007, and a first-class medical certificate with a requirement to wear corrective lenses. According to his logbook, he began training in 2000, received his private pilot certificate in August 2002, and completed instrument and commercial training at Pan Am Flight Training Academy in 2007. He failed instrument and commercial practical tests before passing. His training included multiple stall and slow flight lessons but did not include spin instruction. At the time of the accident, he had approximately 320.5 total flight hours, with 278.5 in single-engine aircraft. He had logged 8.5 hours in the Cessna P206 prior to the accident.
Aircraft Information
N2537X, a Cessna P206 (serial number P206-0037), was manufactured in 1964 and equipped with a Continental IO-520-F-9 engine and a McCauley three-blade constant-speed propeller. The last annual inspection was on May 18, 2007, at 3,227.9 tachometer hours. At the time of the accident, the airframe had 4,302.7 hours and the engine had 4,394.2 hours. The engine and propeller had 1,621.7 and 440.95 hours since major overhaul, respectively.
The FAA principal airworthiness inspector noted that neither the engine nor propeller were certificated for the Cessna P206. Additionally, several airworthiness directives and recurring inspections were overdue, including AD 76-07-12 (Bendix ignition switches), AD 78-05-06 (fuel system inspection), AD 85-10-02 (induction air box inspection), AD 87-20-03 (seat rails), and inspections for the transponder, pitot-static system, encoder, altimeter, and emergency locator transmitter.
Meteorological Information
A METAR from Springfield-Branson Regional Airport at 1552 reported wind from 290 degrees at 10 knots, visibility 10 statute miles or greater, few clouds at 3,500 feet, temperature 17°C, dew point 7°C, and altimeter 29.94 inHg.
Flight Recorders
The airplane was equipped with a Garmin GPSMAP 195. Track data showed the aircraft maneuvering near the airport for about 18 minutes before turning northwest. Groundspeed dropped below 58 mph around 1601:15, with fluctuations. At 1605:01, a right turn to the southeast began with groundspeeds below 59 mph. Rapid heading changes and speeds up to 246 mph were recorded. The final GPS position at 1606:45 was N37°04.966', W093°53.886'.
Automatic Activation Devices (AADs) worn by skydivers recorded data. The skydiver whose reserve parachute entangled the tail wore a Vigil AAD set to PRO mode, which deploys at 840 feet if freefall speed exceeds 78 mph. It recorded a maximum altitude of 10,223 feet and deployed at 1,097 feet. The other deceased skydiver wore a Cypres AAD; it did not activate because parameters were not met. The seriously injured skydiver wore a Pro Track audible altimeter, which recorded a maximum altitude of 10,470.85 feet; she deployed her reserve at 1,576 feet.
The J.P. Instruments EDM 700 engine analyzer showed parameters within normal limits throughout the flight.
Wreckage and Impact Information
The accident site was at 37°04.955' N, 093°53.920' W, elevation 1,232 feet MSL. The airplane impacted trees and terrain on a magnetic heading of 285 degrees, coming to rest nose-down and slightly inverted. Chop marks were found on tree limbs. Flight control cable continuity was established, and parachute lines did not bind the elevator or rudder.
Medical and Pathological Information
The pilot submitted a written statement through his wife indicating he had not regained cognitive skills and could not recall the accident. Autopsies were not requested for the two deceased skydivers.
Tests and Research
On June 19, 2008, the engine was successfully test run under NTSB supervision at Teledyne Continental Motors. Full power was achieved and no anomalies were noted.
Additional Information
The airplane was equipped with a Sportsman STOL kit that extends the wing leading edge cuff, reducing stall speed. According to the manufacturer, stall speed reduction of 8–10% can be expected. With the kit, clean configuration stall speed was estimated at 63.48 mph (forward c.g.) and 62.1 mph (aft c.g.); in a 60-degree bank, stall speed was 90.16 mph (forward c.g.) and 88.2 mph (aft c.g.).
Parties to the investigation included the Federal Aviation Administration, Cessna Aircraft Company, and Teledyne Continental Motors.