History of Flight
On August 15, 2015, at 1002 eastern daylight time, a Cessna T206H, registration N63TV, struck trees and terrain after experiencing a loss of engine power during the initial climb from Essex County Airport (CDW) in Caldwell, New Jersey. The commercial pilot, who was the sole occupant, sustained fatal injuries, and the airplane was destroyed. The aircraft was registered to Stalactite, LLC and operated by the pilot under 14 CFR Part 91 as a positioning flight to Teterboro Airport (TEB) in Teterboro, New Jersey. Visual meteorological conditions prevailed, but no flight plan was filed.
A friend of the pilot who was present at the airport reported that the pilot had already completed the preflight inspection. The friend heard the engine start and observed the airplane taxi out. He noted that the airplane seemed quieter and slower than expected as it passed by. Shortly after, a line service agent reported an accident.
According to air traffic control communications, the pilot requested taxi clearance, was instructed to hold short of runway 22 at intersection "November," and remained there for about five minutes. A student pilot nearby heard the engine cycle from near idle to full power several times and noted it did not sound right. The controller cleared the pilot for takeoff. Shortly after becoming airborne, the pilot reported a "problem," declared an emergency, and requested to return to the field. He stated he was unable to maintain engine power, and no further communications were received.
Security camera video showed the airplane accelerating slowly during takeoff, rotating about 1,800 feet after initiating the takeoff roll. After becoming airborne, the airplane pitched slightly up and down while remaining in ground effect, then slowly climbed to just above the surrounding trees. It began losing altitude and turned left about 90 degrees before disappearing from view. A smoke cloud then rose from behind a tree line.
Witnesses reported the airplane at treetop height, appearing to glide. One witness described it as "in slow motion" before a sharp left bank and steep nose-down pitch. Another witness reported a hard left turn, nose dive, and explosion upon impact. Three additional witnesses provided similar accounts. No engine noise was heard before impact.
Personnel Information
The pilot held a commercial pilot certificate with ratings for airplane single-engine land and instrument airplane, as well as a flight instructor certificate for single-engine airplanes and an advanced ground instructor certificate. His most recent FAA third-class medical certificate was issued on March 30, 2015. He had accumulated approximately 1,941 total flight hours, of which 16 hours were in the accident aircraft make and model.
Aircraft Information
The airplane was a six-place, single-engine, high-wing monoplane with metal construction, fixed tricycle landing gear, and a turbocharged Lycoming TIO-540-AJ1A engine rated at 310 horsepower, driving a three-blade McCauley controllable-pitch propeller. It was manufactured in 2009 and last received an annual inspection on April 17, 2015, at which time the engine had 1,155.4 total hours.
Maintenance records showed the engine received regular oil changes and spectrometric oil analysis. Reports from 2012 and 2013 indicated elevated levels of iron, nickel, chromium, and aluminum. A March 2015 report noted improvement but still monitored nickel levels. An August 4, 2015 sample (11 days before the accident) was described as "steady" with iron at 39 ppm, deemed acceptable.
The engine underwent two major repairs for high oil consumption. In January 2013, maintenance personnel replaced the turbocharger due to oil leakage. In May 2013, they replaced cylinders Nos. 3, 5, and 6 after finding stuck oil control rings. The maintenance records did not indicate the check valve on the turbocharger oil supply line was cleaned or replaced after either repair.
The turbocharger system, manufactured by Hartzell Engine Technologies (HET), included a turbocharger, controller, wastegate, and pressure relief valve. Proper oil flow is critical for lubrication and cooling. The check valve prevents oil from draining into the turbocharger after shutdown, which could cause coking and bearing damage. HET stated that check valves are not required but were supplied by the engine manufacturer. A stuck-open check valve can allow oil to fill the turbocharger center body, leading to leakage past seals.
Meteorological Information
Weather recorded at CDW at 1012, about 10 minutes after the accident, included variable winds at 3 knots, 10 miles visibility, clear skies, temperature 28°C, dew point -17°C, and an altimeter setting of 30.13 inches of mercury.