History of Flight
On December 6, 2008, about 1513 eastern standard time, a Cessna 206H, registration N6053B, was destroyed when it impacted trees, a mobile home, and terrain near Traverse City, Michigan. The flight was conducted under Title 14 Code of Federal Regulations Part 91 as a personal flight, operating in instrument meteorological conditions (IMC) on an instrument flight rules (IFR) flight plan. The pilot, the sole occupant, was fatally injured. The airplane departed from Wipline Seaplane Base (09Y) near Inver Grove Heights, Minnesota, at 1115, destined for Floyd Bennett Memorial Airport (GFL) in Glens Falls, New York.
Radar track data and air traffic control (ATC) communications showed the airplane proceeded northeast, then east. At 1357, the pilot turned westbound, stating he intended to turn around due to adverse weather. Until then, the airplane had been operated in visual meteorological conditions above clouds. At 1359, the pilot reported accumulating ice and elected to divert to Traverse City Cherry Capital Airport (TVC). ATC provided vectors for the ILS runway 28 approach. The pilot reported difficulty receiving the localizer but received glide slope information; he navigated using GPS. At 1424, the pilot asked if he could follow the glide slope without the localizer. The controller noted the minimum altitude of 2,700 feet. At 1427, the pilot descended, and radar contact was lost. Over the next four minutes, the controller instructed the pilot to climb, but the pilot refused, circling about 1.5 miles east of the airport at 1,300 feet. At 1431, the pilot agreed to climb and accepted vectors for another approach. At 1433, the controller asked if the pilot could accept the GPS approach for runway 28; the pilot agreed. At 1436:47, the controller instructed a climb to 3,500 feet; at 1437:06, the pilot responded “I'm off,” the last transmission. The airplane maneuvered east of TVC for 36 minutes, with last radar contact at 1513:27, within 0.1 miles of the accident site. Witnesses reported the airplane circling at low altitude, a wing dip, and then impact with trees and a residence.
Personnel Information
The pilot, age 47, held a private pilot certificate with single-engine land, single-engine sea, and instrument airplane ratings. His most recent third-class medical certificate was issued August 26, 2006, with the limitation “Must have available glasses for near vision.” His logbook, as of September 19, 2008, showed 1,801.8 total flight hours, 906.8 hours in Cessna 206H aircraft, 307.9 hours in amphibious airplanes, and 51.5 hours of instrument flight time. He received his instrument rating on February 14, 2008, and logged 8.1 hours of actual IMC since then. No instrument flights were recorded in the preceding six months, nor any instrument proficiency check within that period.
Aircraft Information
The Cessna 206H, serial number 20608272, was a single-engine, high-wing monoplane powered by a Lycoming IO-540-AC1A5 engine producing 300 horsepower. It was equipped with Wipline model 3405A amphibious floats, Knots 2U aileron and flap gap seals, and a Flint Aero auxiliary fuel tank. An annual inspection was completed October 10, 2008, with 752.8 total hours. The airplane had a Garmin G1000 integrated avionics suite with GPS and VHF navigation.
Meteorological Information
Weather conditions recorded at TVC around the accident time: at 1439, wind 290° at 8 knots, visibility 1 statute mile, light snow, few clouds at 500 feet, overcast at 1,100 feet, temperature -4°C, dew point -5°C. At 1447, visibility 3/4 statute mile, similar conditions. At 1453, visibility 3/4 statute mile, wind 310° at 11 knots. At 1512, visibility 1/2 statute mile, snow and blowing snow, vertical visibility 500 feet, wind 340° at 17 knots gusting to 24 knots.
Wreckage and Impact Information
Examination of the wreckage revealed the airplane impacted trees, a mobile home, and terrain. The main wreckage came to rest inverted next to a tree. Both wings were separated; the left wing showed tree impact damage. The instrument panel and rudder pedals were displaced aft and left. The pilot's AmSafe Seatbelt Airbag had deployed. The engine was displaced aft. Control continuity was established except for cable separations at the wings consistent with tension overload. The elevator trim actuator indicated 5 degrees tab up, and the flap actuator indicated 0 degrees extension.
Medical and Pathological Information
An autopsy performed on the pilot listed the cause of death as multiple blunt injuries and the manner as accident. The autopsy noted arteriosclerotic cardiovascular disease with severe narrowing of the left anterior descending coronary artery, old infarcts, and a focal acute infarct. The pilot's medical applications reported no heart or vascular trouble. A forensic toxicology report was negative for all tests.