ATL04FA056

The passengers described the weather as "pitch black" with fog and mist. The flight was departing runway 3, and, according to one passenger, the airplane lifted off the runway, climbed to approximately 20 to 30 feet, and began a banking turn to the left. The passenger then heard bangs or thumping noises. Another passenger estimated the airplane was airborne for about 30 seconds to a minute, and she thought maybe the airplane had turned left and was laying on the ground. Examination of the accident site revealed the main wreckage was located a wooded area approximately 1,200 feet from the left side of runway 3 and approximately 4,500 feet from the runway 3 threshold. Wreckage debris and a swath of freshly broken trees extended 240 feet. Post-accident examination of components revealed no evidence of a mechanical malfunction was observed. The spouse of the pilot estimated the pilot went to sleep around 2330 the night before the flight. She did not know what time he awoke in the morning. According to air traffic control records, the pilot telephoned the Raleigh Automated Flight Service Station (AFSS) at 0313 the morning of the flight. The passengers stated that the pilot had the airplane ready to go when they each arrived at the airport around 0445.

History of flight

On December 17, 2003, at 0502 eastern standard time, a Cessna 206H, N9562L, registered to and operated by the private pilot, collided with trees and the ground during takeoff from Sanford - Lee County Regional Airport, Sanford, North Carolina. The personal flight was operated under the provisions of Title 14 CFR Part 91 with an instrument flight rules (IFR) plan filed. Instrument meteorological conditions prevailed. The private pilot received fatal injuries, the passenger in the right front seat received serious injuries, and the three passengers in the second- and third-row seats received minor injuries. The airplane sustained substantial damage. The flight departed Sanford, North Carolina, at 0500 on December 17, 2003.

A review of air traffic control records revealed the pilot telephoned the Raleigh Cab Coordinator at 0453 and requested and received an IFR clearance for the filed flight plan to Manteo, North Carolina. The flight plan included a proposed departure time of 0500, as well as the pilot's parking reservation number for the Centennial Celebration of Powered Flight event. The passengers stated the weather conditions included fog and mist. One passenger stated she saw the pilot wipe the inside of windshield with a towel, and he wiped it again right before takeoff. Another passenger stated it was "pitch black" outside when the airplane taxied for takeoff.

The flight was departing runway 3, and, according to one passenger, the airplane lifted off the runway, climbed to approximately 20 to 30 feet, and began a banking turn to the left. The passenger then heard bangs or thumping noises. A second passenger reported that, after the airplane lifted off the runway, it felt like it dipped, and she closed her eyes in response to the feeling. She stated the airplane then felt like it was "hitting something," and it sounded like it was sliding across gravel. She stated the airplane then rolled onto its side and was dropping. A third passenger stated that very soon after takeoff, the airplane felt like it was in severe turbulence, and she heard thud sounds. She stated she had no inclination the airplane was crashing, but at one point she felt yanked forward "like hitting a brick wall." She estimated the airplane was airborne for about 30 seconds to a minute, and she thought maybe it had turned left and was laying on the ground. She stated everything became still and silent, but she could hear gas gushing. She stated the airplane was laying on the ground on its left side, and "nobody was talking or saying anything." Then one of the passengers opened the right side door, exited the airplane, and began helping the others. The passengers stated they did not hear the pilot report any trouble. The passengers searched for their cell phones in the darkness and telephoned the local 911 operator.

Personnel information

The pilot held a private pilot certificate for airplane single-engine land issued October 29, 1999, with a rating for instrument airplane issued February 25, 2000. The pilot held a third class medical certificate issued August 4, 2003, with the limitation "must possess corrective lenses for near vision." A review of the pilot's logbook revealed he logged a total of 816.4 flight hours, which included 758.6 hours as pilot-in-command, 132.9 hours of night time, 49.2 hours simulated instrument time, and 162.9 hours actual instrument time. The pilot accumulated approximately 600 hours in the accident airplane since 2000. The pilot's records revealed he completed a flight review in accordance with Title 14 CFR Part 61.56 on February 2, 2002, and he received the Federal Aviation Administration Wings Phase II pilot proficiency on March 9, 2002.

Aircraft information

The Cessna 206H was manufactured in 1999, was powered by a Lycoming IO-540-AC1A5 300-horsepower engine, and was equipped with a McCauley B3D36C431-B three-blade, constant-speed propeller. A review of maintenance logbooks revealed an annual inspection of the airplane was completed February 27, 2003, at an airframe total time of 586.7 hours, tachometer reading of 586.7 hours, and hobbs meter reading of 621.0 hours. The tachometer reading at the accident site was 683.3 hours, and the hobbs meter reading was 723.4 hours.

Meteorological information

At 0500, the Sanford Lee County Regional Airport weather automated weather observing system reported winds from 190 degrees at 6 knots, visibility 2 statute miles with mist, sky condition overcast at 300 feet above ground level, temperature 14 degrees centigrade, dew point 13 degrees centigrade, altimeter setting 29.77 inches.

Wreckage and impact information

Examination of the accident site revealed the main wreckage was located in a wooded area approximately 1,200 feet from the left side of runway 3 and approximately 4,500 feet from the runway 3 threshold. Wreckage debris and a swath of freshly broken trees extended 240 feet along an approximate 300-degree magnetic heading from a tree freshly broken approximately 30 feet above the ground. A ground impact crater was approximately 225 feet northwest of the first freshly broken tree, the fuselage was approximately 14 feet northwest of the crater, and the nose of the airplane was facing east.

Examination revealed the fuselage of the airplane was on its left side, the firewall was crushed and displaced aft, and the engine mount was separated. The empennage was crushed and partially separated, and the vertical and horizontal stabilizers were attached. The leading edge of the vertical stabilizer was damaged, and the rudder and rudder trim tab were attached. Control cable continuity was established from the rudder to the cockpit pedals, and from the rudder trim tab to the cockpit trim wheel. The leading edge of the horizontal stabilizer was damaged, and the elevator and elevator trim tab were attached. Control cable continuity was established from the elevator to the cockpit control yoke, and from the elevator trim tab to the cockpit trim wheel.

The right wing was attached at the forward spar attach point, separated at the aft spar attach point, and the strut was damaged and attached. The leading edge of the wing outboard of the strut was crushed and separated. The fuel tank was intact, and fuel was observed in the tank. The flap was attached and damaged, and the flap appeared to be in the 10-degrees down position, which was consistent with the measurement obtained at the flap actuator. The aileron was damaged and attached, the control and balance cables were attached to the bellcrank, and the inboard end of the control cable was attached to the cockpit control yoke chain.

The left wing strut was bent and separated, and the left wing was separated at the root and was resting on the ground near the fuselage. The leading edge of the wing was crushed aft, and a 12-inch area was crushed aft to the main spar approximately six feet inboard of the wingtip. The fuel tank was intact, and the supply and vent lines were separated. The flap was attached and damaged, and the flap appeared to be in the 10-degrees down position. The aileron was attached, the control and balance cables were attached to the bellcrank, and the inboard end of the control cable was attached at the cockpit control yoke chain.

Examination of the engine revealed it was separated and on the ground inverted adjacent to the firewall. The propeller was attached to the crankshaft flange. The engine was damaged on the top and left side. Rotation of the crankshaft at the propeller flange revealed continuity to the accessory drive gears, and valve train continuity was established. Compression developed on all six cylinders, and borescope examination of the piston tops and valves revealed no evidence of anomaly. The ignition harness was damaged, the magnetos were attached, and both units produced ignition spark on all towers when rotated. Examination of the Nos. 1, 3, 4, 5, and 6 bottom spa