History of Flight
On October 22, 2009, at 1350 eastern daylight time, a Cessna U206G, registration N120MS, collided with trees while conducting terrain following maneuvers at low altitude in the Roan Mountains near Elizabethton, Tennessee. The flight was an instructional flight under 14 CFR Part 91 with a visual flight rules (VFR) flight plan filed from Elizabethton Municipal Airport (0A9) to Avery County/Morrison Field (7A8) in Spruce Pine, North Carolina. Visual meteorological conditions prevailed. The flight originated at 1330, and no witnesses were present.
According to the airport manager, the pilots were performing a low-level VFR flight at about 1,000 feet above ground level, covering a distance of approximately 27 nautical miles. The certified flight instructor (CFI) was providing missionary flight training, and this was his tenth instructional flight with the commercial-rated student pilot. The airplane had been modified: seats 5 and 6 were removed and replaced with ratchet straps securing ballast bags to simulate a fully loaded aircraft. Additionally, the airplane was equipped with a two-axis autopilot, an anti-icing system, and Flint Aero wing tip fuel tanks, increasing the gross weight to 3,800 pounds. An oil change and refueling with 19 gallons of AVGAS in the left main tank occurred the day before the accident.
The student pilot's wife reported that this was her husband's first low-level/heavy airplane training flight, and he had complained about the engine running hot. Maintenance was performed the morning of the flight, causing a delay. The on-field maintenance facility was unaware of any maintenance that morning, but both pilots held Airframe and Power Plant (A&P) mechanic certificates. A witness observed a short or soft field takeoff that appeared normal. A local resident near the accident site reported hearing the airplane fly at "tree top level" with loud noise.
FAA Flight Service notified the airport manager that the airplane was overdue; the manager was already aware of the accident. The emergency locator transmitter (ELT) did not aid in locating the wreckage, and no radar data was available.
Personnel Information
The CFI, aged 70, held an FAA Airline Transport Pilot certificate for single- and multi-engine land aircraft, issued in 1964, and a flight instructor certificate last updated in June 2009. His most recent second-class medical certificate, issued in June 2008, required corrective lenses. His personal logbook was fire-damaged and yielded limited information. He reported 21,148 total civilian flight hours.
The student pilot, aged 38, held an FAA Commercial Pilot certificate for single-engine land and instrument airplane, issued in July 2008, and a second-class medical certificate issued in September 2009, also requiring corrective lenses. His logbook was not recovered. He reported 412 total civilian flight hours.
Aircraft Information
The 1977 Cessna U206G, serial number U20603668, was a 6-seat, high-wing, fixed-gear airplane powered by a Continental IO-520 F(21) 285-hp engine with a McCauley variable-pitch propeller. A review of the logbook showed the most recent 100-hour inspection was completed on March 13, 2009, at an airframe total time of 6,327.1 hours and engine total time of 1,346.9 hours.
Meteorological Information
Recorded data from the 0A9 automated weather station at 1355 indicated: wind from 220° at 5 knots, visibility 10 statute miles, clear skies, temperature 20°C, dew point 7°C, and altimeter 30.09 inHg.
Wreckage and Impact Information
The airplane contacted trees and rising terrain along a level flight path at 3,761 feet mean sea level (MSL) on a heading of 265°, approximately 13 nautical miles south of 0A9, near Roan High Knob Peak (elevation 6,285 ft MSL). The initial tree impact was about 100 yards from the main wreckage, which came to rest inverted on a 050° heading. Most of the fuselage, right wing, left wing inboard section, empennage, and tailcone were consumed by post-crash fire.
The cockpit was fire-damaged; the fuel selector was in the left tank position. Fuel lines, pumps, and tanks were mostly consumed. One fuel tank finger screen was found encrusted with re-solidified aluminum. The engine-driven fuel pump screen, fuel control unit screen, and fuel distribution valve screen were debris-free. Flight control cable continuity was confirmed through overload separations. Flap actuator measured 0°, elevator trim tab actuator measured 15° tab up. The airframe had an ice protection system; no anomalies were found that would have prevented normal operation.
The engine remained near the firewall but was detached from mounts. It was examined on October 24, 2009. Throttle control was 3/4 open, mixture mid-range, propeller governor control aft. Cylinders had normal deposits, valves in place, crankshaft continuity confirmed, thumb compression on all cylinders. Fuel metering unit was fire-damaged with controls frozen; fuel screen clean and dry. Fuel pump had heat discoloration but drive coupling intact, drive shaft free to rotate. Magnetos sparked when rotated. Propeller governor intact. No mechanical anomalies were found that would have prevented normal power production.
The propeller remained attached; blades were labeled A, B, C. Blade A wrinkled and scarred; Blade B bent 80° with tip separated; Blade C bent 30° near tip. Two blades bent opposite each other, one vertical. Leading edge polishing but no significant nicks. Tree limbs cut consistent with propeller contact were found along the wreckage path.
Medical and Pathological Information
Autopsies were performed on both pilots on January 19, 2010. Findings for both included "Multiple injuries secondary to airplane crash." Toxicology on the CFI detected no carbon monoxide, cyanide, or ethanol; ranitidine was detected in blood and urine. Toxicology on the student pilot detected no carbon monoxide, cyanide, ethanol, or drugs.
Probable Cause
The official investigation did not state a probable cause.