History of Flight
On September 18, 2015, about 0855 eastern daylight time, a Cessna U206E amphibious airplane, registration N8615Z, collided with terrain near Spring Hill, Florida. The commercial pilot was fatally injured, and the airplane was substantially damaged. The airplane was registered to Keystone Seaplane, LLC, of Odessa, Florida, and operated by the pilot as a personal flight under 14 Code of Federal Regulations Part 91. Instrument meteorological conditions prevailed, and an instrument flight rules (IFR) flight plan had been filed. The flight departed Page Airport (FMY) in Fort Myers, Florida, about 0727.
Air Traffic Control and Radar Data
A review of air traffic control communications revealed that the pilot's original flight plan was from FMY to the Lake Keystone Seaplane Base (57FL) in Odessa, where the airplane was based. Upon arriving near 57FL, the pilot advised air traffic control that he had the seaplane base in sight and canceled his IFR flight plan at 0833. Radar data showed the airplane then made a series of turns near the seaplane base before the pilot requested an IFR clearance to Brooksville-Tampa Bay Regional Airport (BKV) in Brooksville, Florida. The pilot was cleared for the ILS Runway 9 instrument approach into BKV. Radar data indicated the airplane was established on the approach until reaching the final approach fix, when it descended below the glideslope and radar contact was lost about 1 mile from the airport. No distress calls were made by the pilot. The last recorded radar return showed the airplane at an altitude of 625 ft mean sea level (msl) and a ground speed of 68 knots.
A handheld Garmin GPS 796 unit was recovered from the wreckage. Data from the unit showed the airplane departed FMY about 0726:40, proceeded to Keystone Lake, circled for several minutes, then proceeded to execute the instrument approach into BKV. The last GPS data point was recorded at 0851:22, about 4 minutes before the accident, at which time the airplane was on a heading of 081° at 2,121 ft msl and a ground speed of 95 knots.
Witness Observations
Several witnesses observed the airplane shortly before impact. One witness reported first hearing the engine "cut out," then seeing the airplane emerge from clouds and "start to spiral down" over his house. The airplane then veered north before an impact sound was heard. Another witness heard the airplane approaching, with the engine becoming "extremely loud, almost at full throttle" just before it came into view. This witness described the airplane in a nose-down pitch attitude, descending at high speed. He did not see the impact due to trees.
Personnel Information
The pilot held a commercial pilot certificate with ratings for airplane single-engine land, single-engine sea, and instrument airplane. His most recent FAA second-class medical certificate was issued on August 11, 2014. According to his logbook, as of September 17, 2015, he had accrued 559 total flight hours, of which 320.7 hours were in the accident airplane make and model. He had 55.5 hours of simulated instrument time and 15.8 hours of actual instrument experience. In the 6 months preceding the accident, he logged 3.0 hours of actual instrument time, including 1.8 hours two days before the accident while receiving instruction for his instrument flight instructor rating. That instruction included holding procedures and six instrument approaches. He also logged 5.8 hours of simulated instrument time in the preceding 6 months, including navigation and standard terminal arrival routes.
Aircraft Information
The accident airplane was a float-equipped Cessna U206E, a six-seat, high-wing airplane powered by a Continental Motors IO-550F, 300 hp, six-cylinder engine equipped with a three-bladed McCauley propeller. The last annual inspection was completed on August 12, 2015, at an airframe total time of 2,898 hours. The engine had 301 hours since factory overhaul.
Meteorological Information
Weather at BKV at 0853 reported wind from 030° at 6 knots, visibility 10 statute miles, an overcast ceiling of 500 ft (variable between 400 and 800 ft), temperature 24°C, dew point 22°C, and an altimeter setting of 29.84 inches of Hg.
Wreckage and Impact Information
The airplane came to rest in a backyard of a private residence. All major components were accounted for, and there was no postimpact fire. The initial impact was with trees about 80 ft tall. The airplane then struck a fence and the ground before coming to rest about 75 ft from the initial impact point. Severed tree limbs, the left elevator, left elevator tip fairing, a tire, and a propeller blade were scattered along the wreckage path. The main wreckage included the propeller, engine, fuselage, tail section, and both pontoons. Several severed tree limbs exhibited flat, 45° cut surfaces with black paint transfer.
Examination revealed the main wreckage was twisted, crushed, and partially lying on its right side. Flight control continuity was established for all major flight surfaces. The flaps were fully retracted, the wheels were extended, and the elevator trim tab was in the 10° down position.
The left wing remained attached but sustained impact damage; its fuel tank was breached, with first responders reporting fuel draining upon arrival. The right wing had separated at the wing root and also sustained damage, with fuel draining from its tank; about 5 gallons of 100LL fuel were drained during recovery. The two header tanks appeared undamaged. The fuel selector valve was selected to the right tank. The firewall fuel strainer was attached and full of fuel. Fuel was also found in the engine-driven fuel pump and fuel manifold valve. No evidence of water or contamination was observed. According to a fuel provider at FMY, the airplane was topped off with 36.5 gallons of 100LL fuel the day before the accident.
The engine remained partially attached by control cables. The three-bladed propeller had separated at its hub. The spinner exhibited rotational damage. One blade had separated and was found in the initial impact crater, bent forward. The other two blades remained in the hub, twisted.
The engine crankcase sustained impact damage to the lower forward area and was leaking oil. Top spark plugs exhibited normal wear per the Champion Check-A-Plug chart. Compression and valve train continuity were established on all cylinders except No. 6, whose push rod and tube were impact-damaged.
The left magneto remained attached; the right had separated from its mounting pad but remained connected via ignition leads. When the engine was rotated, the left magneto produced spark to each lead. The right magneto, spun with an electric drill, also produced spark to each lead.
The fuel manifold valve was removed and disassembled; a small amount of fuel was present, the diaphragm was intact, and the fuel screen was free of debris. The No. 1 injector sustained some impact damage, but all injectors were free of debris. The fuel pump rotated freely and the drive coupling was intact. The throttle body and metering unit were free of debris, and the throttle body moved freely when the arm was moved manually.
The vacuum pump was removed and disassembled; it rotated smoothly, the carbon vanes were intact, and there was no rotational scoring inside the drum.
The oil pump remained attached; the oil pressure relief valve was inspected with plunger and spring intact, and no damage to the valve seat. The oil filter was removed and its filament was free of debris. The oil sump and cooler sustained impact damage.
The propeller governor remained attached but sustained damage; the control arm was in the full forward position.
Physical examination of the engine revealed no discrepancies that would have precluded normal operation prior to impact.
The airplane was equipped with a J.P. Instruments (JPI) EDM-930 engine monitor. Data from the unit covered the accident flight from 0713:02 to 0855:13, recording 11 engine parameters every six seconds. The data did not reveal any anomalies indicating abnormal engine operation before impact.
Medical and Pathological Information
An autopsy conducted by the Florida Medical Examiner's Office - District 5 determined the cause of death as multiple blunt force injuries.
Toxicology testing by the FAA's Bioaeronautical Research Sciences Laboratory revealed the presence of cocaine metabolites: anhydroecgonine methyl ester in the liver and cavity blood, and benzoylecgonine and ecgonine methyl ester in cavity blood.
The 56-year-old pilot had a history of illegal drug use and suicidal thoughts. At the time of the accident, he was under FAA investigation for not reporting this history on his medical certificate application.
A postaccident review of the pilot's FAA Medical File indicated he initially applied for and received a medical certificate and student pilot certificate in 2006. In 2007, he was arrested and convicted for possession of marijuana and paraphernalia after a traffic stop, completing drug treatment and probation. The FAA subsequently reviewed the matter and in 2009 determined him eligible for a third-class medical certificate.
On August 11, 2014, the FAA issued a second-class medical certificate with a limitation for corrective lenses, at which time he reported using testosterone and vitamin B12.
In September 2014, the FAA received a hotline call regarding the pilot's mental status and behavior, including a lawsuit against his homeowners' association and neighbors over flying complaints. The FAA began an investigation, requesting information about a June 2007 incident where the pilot was committed to a psychiatric ward after a police response to a cocaine-fueled episode involving suicidal statements and gunfire. The pilot had been threatening suicide with a firearm.
In February 2015, the FAA requested complete psychiatric and psychological evaluations. The reports indicated the pilot denied illicit substance use and reported only occasional alcohol use; no psychiatric or psychological diagnosis was made by either practitioner. These reports were provided to the FAA in April 2015.
On August 10, 2015, the FAA referred all medical files to its psychology consultant for evaluation of the pilot's eligibility. No final determination had been made at the time of the accident.