History of Flight
On June 8, 2008, at about 1256 eastern daylight time, a Cessna U206C, registration N29122, piloted by a commercial pilot, impacted terrain approximately 0.75 miles east of the approach end of runway 27 at Fremont Airport (14G), Fremont, Ohio. The pilot was providing airplane rides during a scheduled Lions Club fly-in breakfast at the airport. The pilot and five passengers sustained fatal injuries. Visual meteorological conditions prevailed, and the flight was conducted under Title 14 Code of Federal Regulations Part 91 without a flight plan. The local flight had originated from 14G about 1226.
The fly-in breakfast had been held annually for about ten years at the airport, which was owned by the accident pilot, who was also a Lions Club member. According to the Lions Club District 13B president, the air rides were a separate activity, and money collected was not given to the Lions Club. An advertisement for the event, ordered and approved by the pilot, ran in the June 5, 2008 edition of the Fremont News Messenger, promising rides in an "Historic DC-3 airplane" and a "REAL T-6 Texan."
A North American T-6 pilot stated that the accident pilot invited him to the fly-in. The T-6 pilot had attended three of the previous five fly-ins and provided instructional flights, but the accident pilot had no involvement in those flights. Additionally, the accident pilot requested an Emergency Medical Service (EMS) operator to attend for promotional purposes, but the EMS operator did not provide rides.
A witness who helped board passengers reported that the accident pilot was short on assistance because other pilots did not show up. The witness arrived at about 0830, and air rides began around 0930. The pilot initially used a different airplane but switched to the Cessna U206C after the first aircraft's radio malfunctioned. The witness noted that the pilot performed about 8 to 10 flights in the Cessna U206C, with passengers paying $20 per ride or $10 for individuals weighing 50 pounds or less. Flights lasted 10 to 15 minutes. The pilot collected orange tickets similar to carnival ride tickets. No passenger weights were requested, and seat belts were ensured. The engine started "good every time" except for three attempts on the accident flight. About 1030 or 1100, fuel was checked, with approximately 30 gallons in the left tank and 20 gallons in the right tank.
Another witness observed the accident pilot perform a "buttonhook turn," described as a low downwind to base leg followed by a 270-degree turn onto final approach, estimated at 300 feet above ground level. This witness almost had a midair collision with the Cessna U206C. Other witnesses reported heavy air traffic and that the pilot was not using the radio for position reports. Ground personnel informed him to turn on the radio. A near midair collision with a Van's RV was also reported.
Witnesses who saw the accident stated that the Cessna U206C was flying low and slow, heading west/southwest when it banked, descended, and impacted a field behind a house. One witness heard the engine throttle up, then the airplane appeared to stall with the left wing dipping before descending below trees.
Personnel Information
The 86-year-old accident pilot held a commercial pilot certificate with single- and multiengine land and sea ratings, issued based on military competency on March 6, 1945. His last airman certificate issuance was on October 10, 1987, listing 22,620 total flight hours. He also held a flight instructor certificate, last renewed on January 14, 2007, and a mechanic certificate with inspection authorization renewed on January 12, 2007. The NTSB did not receive his logbooks despite requests.
Medical certificate applications showed varying total flight times, peaking at 56,500 hours in 2002, with the most recent application on May 4, 2007, listing 55,000 hours and 35 hours in the previous 6 months. The pilot was involved in a 2004 incident while instructing in a Cessna 210L, landing with gear up due to distraction. He also operated a Part 135 company from 1965 until voluntarily surrendering the certificate in 2005; that company had a 1973 accident in a Cessna 207.
The right front seat passenger was a former student pilot holding a private pilot certificate with 85 total flight hours as of his last medical in 1993.
Aircraft Information
The 1968 Cessna U206C was registered to the pilot's company in 1968 and later to a trust. All maintenance entries from May 1998 onward were made by the pilot. The last annual inspection was dated July 14, 2007, at 1,714 hours airframe time. The Continental IO-520-F engine had 1,710 hours at the last inspection; the manufacturer's recommended time between overhaul was 1,700 hours or 12 years.
Airport Information
Fremont Airport featured runways 09/27 (4,137 ft asphalt) and 18/36 (2,238 ft turf), owned by the accident pilot since about 1960. A sign advertised air rides and flight training. Fuel supplier Air BP had suspended sales in 2006 due to lack of training and quality control. Post-accident inspection found no dates on fuel filters, and records were not provided. No fuel-related issues were reported from other aircraft fueled that day.
A TSA inspection nine days prior noted the pilot could not locate his logbook. The airport office contained flyers for other Ohio fly-in events offering rides for a fee.
Wreckage and Impact Information
The accident site was in a grass field in a residential area, about 0.75 miles east of the airport at approximately 665 feet elevation. The main wreckage came to rest on a heading of about 170 degrees. Ground scarring was limited. The fuselage from the firewall to forward empennage, including wing roots, was consumed by fire. Wing struts remained attached. The left wing sustained greater damage with upward deformation. Both fuel tank caps were in place; fuel consistent with 100LL was present. The flap actuator indicated 30 degrees extension. The elevator tab was at 5 degrees nose up. The fuel selector was in the LEFT TANK position; left and right tanks held about 5 and 15 gallons, respectively. The propeller had separated and exhibited S-shaped bending and chordwise scratching. Flight and engine control continuity was confirmed.
Medical and Pathological Information
Autopsy revealed severe coronary artery disease, prostate cancer with radioactive seed implantation and no spread, and severe diverticulosis. Personal medical records indicated treatment for age-related macular degeneration since at least April 2006, including multiple laser and injection therapies. Uncorrected distant visual acuity was 20/200 in each eye on May 20, 2008; corrected acuity was just worse than 20/100 in each eye on April 8, 2008. He had been advised not to drive on two occasions by his retinal specialist in 2007 and 2008. Records also noted hyperglycemia in 2006. The pilot's most recent medical application in May 2007 denied any eye trouble beyond glasses, and the examination showed 20/20 uncorrected distant vision and corrected near vision. The aviation medical examiner who performed those exams was later decertified for improper issuance.
Tests and Research
The engine was test-run at Teledyne Continental Motors under NTSB supervision. It started on the first attempt and operated normally at various power settings, including full throttle, meeting manufacturer specifications.
A family member provided video of flights during the fly-in, including the accident flight takeoff, which is part of the docket.
Additional Information
The Cleveland FSDO, responsible for oversight of local aviation operations, was not contacted about the charity rides. The pilot had not applied for a Letter of Authorization under Part 91.146 or 91.147 as required. The FSDO had no record of the pilot submitting information for passenger-carrying flights for charitable events.