History of Flight
On February 8, 2009, at 1836 Atlantic standard time, a Cessna 206H, registration N118ME, was destroyed when it impacted offshore waters near Quebradillas, Puerto Rico. The certificated commercial pilot and five passengers were killed. Visual meteorological conditions prevailed near the surface, while instrument meteorological conditions prevailed at higher altitudes. An instrument flight rules (IFR) flight plan was filed for the 14 Code of Federal Regulations Part 91 flight. The flight originated at Casa De Campo International Airport (MDLR), La Romana, Dominican Republic, about 1720, destined for Fernando Luis Dominicci Airport (TJIG) in San Juan, Puerto Rico.
The accident airplane had been used earlier in the week to transport passengers to MDLR. On the day of the accident, Federal Aviation Administration inspectors conducted a ramp check at TJIG with no serious discrepancies noted. The airplane then departed TJIG and arrived at MDLR to pick up five passengers.
The flight departed MDLR with a planned route of airway W9 to the MELLA intersection, airway G633 to the Dorado non-directional beacon, then direct to TJIG. At 1811, the San Juan en route radar approach controller identified the airplane on radar 29 miles west of Mayaguez, Puerto Rico, at 7,000 feet mean sea level. At 1819, the controller cleared the pilot to proceed direct to the destination. When the airplane was between MELLA intersection and the Mayaguez VOR, about 28 miles southwest of the accident site, the pilot cancelled the IFR flight plan and requested to continue under visual flight rules (VFR) “so we can clear this weather.” The controller approved and asked the airplane to remain on the last assigned transponder code. The airplane turned northeast over land toward the northern coastline.
At 1830, the pilot reported descending to 5,500 feet. At 1838, after the last radar return was observed, the controller queried the pilot about altitude but received no response. Another pilot in the area also attempted contact without success. No distress calls were heard. The last radar return was over Quebradillas at 5,000 feet and a calculated ground speed of 189 knots. Shortly after, local police received calls reporting an airplane crash, and the U.S. Coast Guard confirmed the airplane was in the water less than 0.25 miles offshore.
Several witnesses reported hearing engine sounds, a “pop” or “boom”, and seeing the airplane descend from clouds. One witness described the airplane in a “spiral nose down attitude” before impact. Another witness at MDLR noted the airplane appeared “overloaded and out of aft CG” during departure, with a “tail low condition.” Photographs taken before departure showed the airplane in a tail-low, nose-high attitude.
Personnel Information
The pilot, age 28, held a commercial pilot certificate with single- and multi-engine land ratings and an instrument airplane rating. According to FAA records, he received his private pilot certificate on July 16, 2005 (78 flight hours), instrument rating on September 28, 2007 (181.7 hours), commercial single-engine on July 21, 2008 (381.2 hours), and commercial multi-engine on August 18, 2008 (428.4 hours). He held a first-class medical certificate issued October 10, 2008, reporting 1,100 total flight hours. His logbook indicated about 622 total hours, with approximately 235 hours in the accident airplane. He had 47 hours of actual instrument conditions, none within 90 days of the accident. The pilot's 72-hour history revealed no factors precluding normal flying duties.
The five passengers were friends and business associates of the airplane owner. The flight was personal, with no financial remuneration.
Aircraft Information
The airplane, manufactured in 2000, was a Cessna 206H equipped with a Lycoming IO-540-AC1A5 six-cylinder engine and a McCauley three-bladed constant-speed propeller. It had a Strikefinder lightning detector but no onboard weather radar or downloadable satellite weather. No cockpit voice recorder or flight data recorder was installed.
The airplane was registered to ATIS Corporation of Carolina, Puerto Rico, which was applying for a Part 135 air carrier certificate. The pilot was the president of ATIS Corporation. A 100-hour inspection occurred on February 6, 2009, at a total time of 1,458.9 hours.
The airplane's maximum gross weight was 3,600 pounds with a useful load of 1,350 pounds. Calculated weight and balance using available information indicated the airplane likely exceeded the maximum allowable gross weight by approximately 343 pounds and was aft of the aft CG limit.
Meteorological Information
The closest weather reporting facility was Rafael Hernandez Airport (TJBQ), Aguadilla, about 11 nautical miles west of the accident site. At 1850, conditions included winds from 090 degrees at 11 knots gusting to 18 knots, visibility 7 miles in light rain, ceiling broken at 2,000 feet. Satellite data revealed a well-defined cumulus congestus cloud over the accident site at 1832. Radar showed maximum reflectivity of 50 dBZ (level 5, intense activity with severe turbulence). The radar beam from 3,600 to 9,000 feet indicated the airplane was in instrument meteorological conditions. Sunset occurred at 1822, end of civil twilight at 1845. There was no evidence the pilot received a weather briefing.
Wreckage and Impact Information
The majority of wreckage came to rest in the Atlantic Ocean approximately 300 to 800 yards offshore, in 60 to 100 feet of water. Small pieces were found on land, including a pilot's clipboard, wing fairing sections, wheel fairing, wing tip components, and a spiral notebook. The wreckage was recovered by salvage divers on February 15 and 16, 2009. Examination revealed no evidence of preexisting mechanical anomalies.
The fuselage was fragmented into four main sections. The left wing remained intact except for leading-edge damage and separated at the wing root. The right wing was fragmented into several sections, consistent with a right-wing-low water impact. Elevator, rudder, and aileron flight control cables showed overload separations. The engine was recovered with propeller attached. One propeller blade was curled aft, another feathered, and the third bent aft. Engine examination found compression and suction in all cylinders, no anomalies noted with the internal components. The fuel servo and flow divider contained aviation gasoline odor. The oil suction screen was full of sand.
Medical and Pathological Information
The remains of the pilot were not recovered.