Sequence of Events
On February 14, 2025, about 1840 eastern standard time, a Cessna 208, registration N40EA, was substantially damaged when it crashed near Pierson, Florida. The commercial pilot, who was not instrument-rated, sustained fatal injuries. The airplane was being operated as a Title 14 Code of Federal Regulations Part 91 positioning flight.
According to ADS-B data, the pilot departed Sebastian Municipal Airport (X26) at 1752 under visual flight rules (VFR) and was en route to Palatka Municipal Airport/Lt. Kay Larkin Field (28J), about 125 nautical miles north-northwest. The purpose was to reposition the aircraft for a scheduled skydiving operation the following day.
After departure, the aircraft followed Interstate 95 north at about 1,700 ft msl for approximately 50 nm. It then turned left to a heading of about 270° over DeLand, Florida, and climbed to 3,100 ft msl. After passing over the city, it turned right to a ground track of about 024° while climbing to a maximum altitude of 3,300 ft msl. This track placed the aircraft about 35° right of the direct course to its destination, about 30 nm south of 28J.
About 5 nm after the turn, the airplane began a steady descent. Its vertical speed oscillated between positive and negative values before entering a descending 180° turn to the right. The descent rate increased steadily to greater than 12,000 feet per minute until the data ended. The final ADS-B target was on a track of 209° at 400 ft msl (about 370 ft agl), with a groundspeed of 182 knots. The area where the final turn occurred was rural with few ground lights or other visual references.
Weather Conditions
The reported weather along the route and near the accident site consisted of twilight conditions (dusk) with scattered and overcast clouds between 2,700 and 3,300 ft msl, and visibility of 7 to 10 miles. At the destination airport, few clouds were reported at 1,800 ft above ground level (agl). A graphical presentation of the Un-Restricted Mesoscale Analysis (URMA) ceiling product valid for 1900 indicated cloud ceilings of about 550 ft agl in the vicinity of the accident site. A cloud top height forecast product valid at 1900 forecast cloud tops between 6,000 and 9,000 ft msl in that area.
Aircraft and Pilot Information
The pilot’s logbook indicated he had accumulated more than 8,600 total hours of flight experience. He did not hold an instrument rating.
The airplane was a Cessna 208, N40EA. At the pilot’s most recent aviation medical examination, he reported a history of high blood pressure but did not report any diabetes or prediabetes condition.
Wreckage and Impact Evidence
The airplane impacted a densely wooded swamp at an elevation of 41 ft msl. The wreckage was scattered along a fan-like pattern from the primary impact point, oriented on a 279° magnetic heading, with a debris field about 75 yards long. Initial impact points were the tops of 65-ft trees with progressive fractures. The propeller and engine assembly created a crater about 30 inches deep, and the propeller assembly was buried. The main body of the wreckage, consisting of the fuselage and cockpit, was found wrapped around trees. Both wings and the empennage were impact-separated, and the debris field contained severely fragmented parts consistent with a high-energy impact. The accident site was covered in 2 ft deep water, mud, and densely populated palmetto trees. A strong odor of jet fuel was present, and a fuel sheen was observed on the water. No evidence of postimpact fire or inflight fire was found. About 90% of the airplane was recovered, and all flight control surfaces and major components were accounted for.
Flight control continuity could not be confirmed due to the severity of fragmentation; however, observed control cables exhibited features consistent with tensile overload, with a “broom straw” appearance. Clean cuts in the cables were performed by first responders and indicated with orange paint. No indications of a flight control anomaly were discovered. Aileron trim actuator measurements on the right wing correlated to 13° trailing-edge-up deflection. The flaps were severely damaged; the flap actuator measured 5.6 inches, consistent with a near 0° flap setting (retracted).
The empennage separated at impact about 24 inches forward of the horizontal stabilizers. Elevator trim actuators measured 10° trailing edge up (nose down) on the left side and 15° trailing edge up (nose down) on the right side.
The propeller assembly reduction gearbox was severely damaged. Two of the three propeller blades were found in the primary impact crater, completely separated from the hub, severely deformed with s-bending and chordwise scraping, and missing about 10 inches of tips. Trees leading to the accident site exhibited chopping and slicing features consistent with propeller strikes.
The engine exhibited severe impact damage; the compressor section was displaced 90° from the propeller gearbox. Several engine components were missing or damaged. No preimpact anomalies were discovered. The cockpit and instrument panel were destroyed. The throttle quadrant, although damaged, was impact-separated and found relatively intact: the emergency power lever was at mid-travel, the power lever at about 55%, the propeller control at about 70% forward, and the condition lever full forward.
Toxicology Results
The pilot’s autopsy, performed by the Florida District 23 Office of the Medical Examiner, determined the cause of death as blunt trauma and the manner as accident. Postmortem toxicological testing by the FAA Forensic Sciences Laboratory detected ethanol at 0.016 g/hg in muscle tissue but not in lung tissue. Metformin was detected in muscle and lung tissue. No blood, urine, or vitreous fluid was available. Ethanol can be produced postmortem by microbial activity, particularly after extensive traumatic injury. Metformin, used for blood sugar control, is not typically impairing.