Accident Overview
On August 14, 2014, about 1807 central daylight time, a Cessna T206H (registration N1229M) was substantially damaged following a partial loss of engine power and forced landing near Wiggins, Mississippi. The private pilot and two passengers received minor injuries. The airplane was operated by the pilot under 14 CFR Part 91; no flight plan was filed. Day visual meteorological conditions prevailed for a business flight that originated at Sherman, Texas (GYI) and was destined for Daytona Beach, Florida (DAB).
Pilot Account
According to the pilot, the flight was near Hattiesburg, Mississippi when he elected to change his landing destination to Mobile, Alabama (MOB) to refuel and have dinner. After descending to 2,500 feet above mean sea level (MSL), he leveled the airplane and advanced the throttle, but observed no response from the engine. He could not recover engine power, although the propeller continued to spin. The throttle "felt very loose." He maneuvered the airplane toward the nearest airport; however, there was not sufficient altitude to reach the airport. The airplane collided with trees before coming to rest in a farm field.
On-Site Examination
An FAA inspector responded to the accident site and confirmed substantial damage to both wings and extensive damage to the fuselage. The engine broke free from its mounts during the impact sequence. The wreckage was recovered and moved to a storage facility in Baton Rouge, Louisiana for a more detailed examination.
Detailed Examination
On August 20, 2014, the wreckage was examined under FAA supervision. The propeller remained attached to the crankshaft flange with a partially crushed spinner. One propeller blade was straight; another had a 20-degree bend at the tip and scratches; the third blade was loose in the hub with a 45-degree mid-span bend. The propeller governor remained attached, but its control arm assembly was impact-separated; the governor oil screen was free of debris.
The fuel injector servo remained attached; the throttle control cable was attached to the servo throttle control arm, which was against the idle stop pin (bent about 45 degrees). A portion of the control cable normally clamped forward of the upper right firewall was found forward and not clamped. The mixture control cable was attached and the control arm was against the idle cut-off stop.
The servo was partially disassembled, revealing absent debris in the fuel inlet screen, intact safety wire and brass plug, intact rubber diaphragms. The flow divider and associated hoses were secure; its diaphragm intact; fuel injector nozzles unobstructed.
The engine-driven fuel pump remained attached and secured; when tested with water, it produced water and liquid with an odor consistent with aviation gasoline was found in various fuel system components. The fuel strainer was absent of debris.
Both magnetos produced spark when rotated. Spark plugs showed normal color on some, oil-soaked on others. The ignition harness had impact-related damage. The turbocharger remained attached but separated from the exhaust; no damage noted; turbine and compressor wheels rotated freely. The sloped controller was impact-separated from the firewall. The manifold pressure relief valve operated freely. The exhaust bypass valve controller was impact damaged.
Maintenance History
According to the operator, an annual inspection of the airframe and engine was completed on October 1, 2013, at 507 hours total airframe time.