The pilot reported that, while he was climbing the airplane to jump altitude with skydivers onboard, it
encountered “light rain,” so he decided to postpone the jump and return to the airport. Upon crossing the
runway threshold, about 100 ft above ground level, he initiated a go-around, but the airplane “did not
climb.” The pilot then decided to land on the remaining runway. After touchdown, he applied full
braking, but the airplane overran the end of the runway into a corn field.
Category: C-U206
The pilot reported that, during the takeoff roll, the airplane encountered a wind gust and veered left off
the runway centerline. He added that the airplane became airborne but that he did not have “enough
time” to avoid a parked helicopter. Subsequently, the left wing impacted the helicopter. He then reduced
the engine power, and the airplane landed without further incident.
The private pilot reported that the accident flight was the second skydiving drop flight of the day. The
takeoff and initial climb were normal; however, between 900 and 1,000 ft above ground level, the
engine experienced a total loss of power. The pilot executed a forced landing to a field, resulting in
substantial damage to the airplane. About 5 gallons of fuel was removed from the airplane at the
accident site before transport. During a detailed examination, flight control cable continuity was
established from the cockpit to all control surfaces. The fuel selector valve was found between the right
tank and off position. The valve functioned normally when rotated by hand. Although the fuel selector
valve was found in between the “off” and right tank positions after the accident, it could not be
determined if the valve was in that position during the flight. The fuel strainer showed a small amount of
fuel present. The fuel was tested and the results were negative for water. There was a significant amount
of debris observed in the fuel strainer and the strainer bowl. The debris was consistent with caulking and
rust particles. The airplane had usable fuel onboard during the accident flight and the engine ran
smoothly during the day’s previous flight. Whether the debris found in the fuel filter bowl contributed to
the loss of power could not be determined.
The pilot stated that he was conducting a skydiver “jump run”, and prior to letting the skydivers out the
radio squelch interrupter failed causing a constant static noise. After letting the skydivers out over the
airport the pilot set up the descent based on the winds acquired for the previous landing on runway 22.
As he circled for landing the manifold pressure indication “dropped off” to zero. The pilot was unsure if
he had a partial power loss or a gauge failure. He could not hear or feel the engine indications because of
the static noise on the radio squelch and descent profile, so he committed to a power off glide path for
his approach. The pilot stated that the airplanes approach speed was about 100 knots prior to the
threshold for landing. The airplane touched down beyond the threshold and as the pilot applied full
braking the airplane “ballooned” back into the air. The pilot attempted to stop the airplane but was
unsuccessful and exited the runway, coming to rest after colliding with a ditch.
Before departure for the positioning flight, the pilot was told that an observer/passenger would be
joining him for the flight. The airplane, which was typically used in skydiving operations, had its right
cabin door removed, and a fabric roll-up jump door had been installed; it was not closed during the
flight. The pilot reported that the passenger sat behind him on the right side of the airplane and that he
heard him attach his seatbelt. During the flight, the passenger moved forward in the cabin, which
resulted in the passenger’s reserve parachute inadvertently deploying and the passenger being pulled
through the open jump door. The passenger hit the doorframe, and the parachute became entangled with
the empennage, which resulted in a loss of airplane control and a subsequent aerodynamic stall. The
parachute eventually separated from the empennage, and the pilot was able to regain control of the
airplane and land it without further incident. A postaccident examination revealed that the passenger had
inadvertently attached his seatbelt to the handle that released the reserve parachute. Therefore, the
reserve parachute deployed when the passenger moved. The pilot did not conduct a safety briefing
before the flight; however, the improper routing of the seatbelt may not have been identified even if he
had conducted a safety briefing. Additionally, if the jump door had been closed, it is likely that the
passenger would not have been pulled out of the airplane.
The pilot stated that he departed the airport with six parachutists for a jump flight. As the
airplane approached 1,000 feet above ground level, he noticed that the airplane wasn’t
climbing. He checked the engine gauges and noticed that the engine analyzer was flashing
“CHT” and the cylinder head temperature was 454 degrees F. As the pilot pitched the nose
down and turned back to the airport, he heard a muffled “thud” sound and saw white smoke
pour from the engine. As he prepared for a forced landing, four of the parachutists jumped
from the airplane. The pilot then performed a forced landing in a field, coming to a stop near a
dirt berm. An examination revealed a hole in the engine crankcase, near the No. 4 cylinder.
Various pieces of metal, including part of a “quick oil drain plug” were found in the engine oil
sump. The No. 4 connecting rod journal appeared distorted and displayed extensive heat
signatures. The crankshaft journals on either side of the No. 4 rod journals did not appear to be
distorted or to contain the same heat signatures and were coated with engine oil. The rod and
crankshaft bearings were scored. The signatures on the engine were consistent with the loss of
lubricant to the No. 4 connecting rod journal. A reason for the loss of engine oil to the journal
was not found.
The pilot of a Piper L-4 airplane reported that shortly after he started the taxi roll from the parking area, he initiated a shallow turn toward the taxiway. As he reached the taxiway he steered to follow the centerline, however, the airplane continued to turn to the right. He reported, in part, that the left brake inputs were not responsive and the airplane continued to the right and collided with a standing occupied Cessna.
Cessna U-206 Non-Fatal Huesca, Spain January 13, 2008
Cessna U-206 Fatal (5) Brisbane, Australia January 2, 2006
http://www.ntsb.gov/ aviationquery/brief.aspx?ev_id=20060120X00099&key=1
Cessna 206 Fatal (5) Puntarenas, Costa Rica May 31, 2005
http://www.ntsb.gov/ aviationquery/brief.aspx?ev_id=20050608X00728&key=1
Cessna 206 Non-Fatal Klagenfurt, Austria April 30, 2005
http://www.ntsb.gov/ aviationquery/brief.aspx?ev_id=20061027X01566&key=1
Cessna 206 Fatal (4) Optand, Sweeden August 6, 2004
http://www.ntsb.gov/ aviationquery/brief.aspx?ev_id=20040903X01350&key=1
Cessna 206 Fatal (4) Honiton, United Kingdom June 27, 2004
http://www.ntsb.gov/ aviationquery/brief.aspx?ev_id=20040706X00908&key=1
Cessna 206 Fatal (7) Higuerote, Venezuala February 24, 2001
http://www.ntsb.gov/ aviationquery/brief.aspx?ev_id=20010305X00538&key=1
The pilot stated that while descending through 6,000 feet msl, the engine lost power. The pilot reported that when he enriched the mixture, the engine regained power. He stated that he left the mixture full rich; however, when the airplane was at 600 feet and turning to base, the engine lost power again.
The parachute jump flight’s airplane was at 3,700 feet MSL when the pilot cancelled the operation with the FAA approach controller without explanation. Witnesses observed the airplane trailing white and black smoke. One witness said he saw the airplane trailing black smoke with its engine making a banging sound. Three witnesses at the accident airport said the airplane had smoke and flames coming from the airplane’s cowl and along the windshield as it approached the airport.
A commercial plt was flying a group of parachutists for a skydiving club. The aircraft encountered turbulence during a climb to 4,500 feet agl. As the second jumper was exiting, the aircraft dropped and the parachutist struck the horizontal stabilizer. The outer four inches were bent downward and the assembly was pulled one inch from the fuselage. The plt made a normal landing and an inspection revealed some bulkhead damage in the tail section. The parachutist was not injured.
The plt was returning to the airport after transporting skydivers to altitude and while on final aprch he allowed the acft to stall & crash short of the rwy.
Both acft were operating in vfr conditions modified by slight haze, high overcast and low sun angle near airport. N6161m was performing lazy eight maneuvers in a normal practice area two miles east of airport; n8267q was in clockwise orbital descent for landing following a parachute jump plane. Radar data and witness informtion show that on east side of airport, n8267q deviated from orbit and proceeded southeast as n6161m completed north end of figure eight in right turn away from airport and proceeded south. Acft converged at about 30 degree closing angle with n6161m climbing and n8267q descending and collided at about 2500 ft agl.
The acft lost part of one blade of the propeller during the climb to cruise phase of operation. The passengers were skydivers so they used their parachutes in an exit of the acft as the airframe started to vibrate. The plt made a successful landing on the arpt without power. All the jumpers landed safety. Visual examination of the propeller showed that the blade had separated 10 to 12 inches outboard from the blade root. The fracture exhibited evidence typical of high cycle fatigue and overload stress.