Accident Overview
On March 12, 2025, about 1450 eastern daylight time, a Cessna TU206G, N27GP, was substantially damaged in an accident near Wedgefield, Florida. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 aerial observation flight. The private pilot and a pilot-rated passenger were not injured.
Pilot Report
The pilot reported that after departing Orlando Executive Airport (ORL) and flying southeast to the surveying location at about 1,800 ft agl for approximately 10 minutes, the engine “just stopped.” There were no prior indications of an engine problem. He switched fuel tanks and verified the magneto switch position, but the engine did not regain power. He attempted a forced landing in a field that appeared long enough. After touchdown, the left wing contacted trees, stopping the airplane abruptly. The left wing and fuselage were substantially damaged, resulting in a fuel leak in the cabin. Both occupants exited through the aft door and contacted the ORL air traffic control tower for assistance.
The pilot stated that at the time of the accident, power settings were 2,400 rpm and 27 inches of manifold pressure, and the mixture lever had been at full rich since takeoff.
Postaccident Examination
Postaccident examination revealed that the master switch and auxiliary fuel pump switches were in the Off position. The throttle lever was at idle, while the propeller and mixture levers were in the full forward positions. The fuel selector handle was in the Off position. A J. P. Instruments EDM-830 and a Sentry Plus FFSEN3 were recovered for data extraction.
Data from the EDM-830 showed a spike in fuel flow and a decrease in engine rpm prior to total power loss. Between 1441:57 and 1447:42, the engine operated at 2,488 rpm and 28 inches of manifold pressure, with fuel flow fluctuating between 24.7 and 28.7 gph. At 1447:47, fuel flow rose to 38.7 gph and rpm dropped to 2,050. Fuel flow remained above 30 gph until 1449:42, when rpm fell to 1,367. Over the next 20 seconds, rpm dropped to zero.
The pilot’s operating handbook (POH) for the airplane model indicates that at a pressure altitude of 2,000 ft, 2,500 rpm, and 28 inches of manifold pressure at standard temperature, the engine consumes 16.1 gph in cruise flight. A note in the POH states, “If the engine-driven fuel pump is functioning and the auxiliary fuel pump switch is placed in the On position, an excessively rich fuel/air ratio is produced unless the mixture is leaned. Therefore, this switch should be turned off during takeoff.”
According to Textron Aviation, the auxiliary fuel pump is typically in the Off position for normal cruise flight. The switch is a red and yellow split-rocker; the yellow right half is labeled Start, used for starting, vapor purging, and continued operation if the engine-driven pump fails. The red left half is labeled Emerg, used during takeoff or high-power operation if the engine-driven pump fails. When the left half is released, the right half remains in the On position until manually returned to Off.
An engine test run was performed using the airplane’s fuel system through the right wing attachment point; no anomalies were found. The engine’s fuel injection system was pressurized with the auxiliary fuel pump, and no leaks were observed. The test run was limited to 1,700 rpm due to excessive vibration from a bent propeller blade (bent aft 20° at midspan); the other two blades were undamaged. The left and right wing fuel tank strainers were clean and unobstructed, as was the fuel vent system. The left wing root main fuel line contained aviation fuel consistent with 100LL, and a fuel sample from the strainer bowl showed no water. Auxiliary wingtip tanks each had a capacity of 15 gallons (14.9 useable), with fuel indicators reading zero; tip tank fuel pump switches were Off.
Training Records
The operator’s Standard Operating Procedures require initial and annual recurrent training covering company procedures, aircraft type and systems, emergency procedures, flight planning, human factors, workload management, fatigue effects, and avoidance strategies. When asked for the pilot’s training records for the accident aircraft, the operator could not provide documentation of training for the Cessna TU206G type or its systems. Only a training certificate dated 2023 for a PA31-325 was provided. Additionally, the operator’s flight director was unaware of the POH note regarding an excessively rich mixture when the auxiliary fuel pump is turned on during flight with a functioning engine-driven pump.