# NTSB CHI99FA079: Cessna U-206G, N7586N, Salem, MO, January 31, 1999 - Type: NTSB accident investigation - Classification: Accident · Fatal · Field investigation · Final report - Date: January 31, 1999, 12:12 local (18:12 UTC) - Place: Salem, MO - Coordinates: 37.629516, -91.529487 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=37.6295&lon=-91.5295&mi=10 - Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping) - Highest injury: Fatal - Injuries: 1 fatal - Status: Completed, report June 18, 2002 - Report: Approved by Office Director - Parties: FAA, Teledyne Continental Motors, Cessna - NTSB case key (mKey): 45686 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=CHI99FA079 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/45686/pdf - Page: https://openairdocs.org/ntsb/CHI99FA079 ## Probable cause the spatial disorientation and loss of control by the pilot after a reported vacuum failure. Factors were instrument flight conditions and icing conditions. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Airframe/component/system failure/malfunction, cruise - normal - vacuum system - failure (contributing factor) - Loss of control - in flight, cruise - normal - weather condition - icing conditions (contributing factor) - spatial disorientation, pilot in command (contributing factor) - aircraft control - not maintained, pilot in command (cause) - weather condition - clouds (contributing factor) - In flight collision with terrain/water, descent - uncontrolled ## Analysis The aircraft, piloted by an instrument rated private pilot, was destroyed during a collision with the ground following an inflight loss of control during cruise flight. The pilot said he had lost his vacuum pump and was experiencing some difficulty. While making a turn the pilot said he was completely disoriented. Instrument meteorological conditions prevailed at the time of the accident and the pilot had reported that he was picking up some ice and had requested a lower altitude. ## Factual narrative On January 31, 1999, at 1212 central standard time (all times herein are central standard time), a Cessna U-206G, N7586N, piloted by an instrument rated private pilot was destroyed during a collision with the ground following a loss of control from cruise flight. The pilot said the airplane's vacuum pump had failed. While making a turn the pilot said he was completely disoriented. Instrument meteorological conditions prevailed at the time of the accident. The 14 CFR Part 91 personal flight was operating on an IFR flight plan to Oklahoma City, Oklahoma. The pilot was fatally injured. The flight had flown into Marion on January 30, 1999, and stayed overnight. The aircraft was refueled for the flight the next day. 0733 - The pilot of N7586N called Columbia AFSS by telephone, obtained a preflight briefing for an IFR flight from Williamson County Regional Airport, Marion, IL to Wiley Post Airport in Oklahoma City, OK and filed an IFR flight plan. 1655 - N7586N called Marion (MWA) Ground Control (GC) to request taxi for departure, IFR to PWA. GC verified N7586N had the current AWOS information and issued taxi instructions to proceed to runway 11. 1657 - GC advised N7586N clearance was available. 1658 - N7586N advised GC ready to copy clearance, copied and read back issued clearance correctly. N7586N was instructed to contact Tower (LC) on tower frequency when ready for departure. 1700 - N7586N called LC ready for departure and received instruction to turn right on course and cleared for take-off runway 11. 1702 - LC instructed N7586N to contact Kansas City Center and call back with flight conditions if tops were determined within 10 NM of MWA. Marion ATCT HAD NO FURTHER CONTACT WITH 7586N. 1655 - Marion ATCT (MWA) called Kansas City ARTCC (ZKC), sector D54 for a clearance on N7586N. D54 issued a clearance for N7586N to PWA via MWA.FAM.SGF.V14.TUL direct PWA to maintain 6,000 feet. 1702 - N7586N reported on R54's frequency departing MWA. R54 acknowledged N7586N. 1705 - R54 issued a relief briefing to the next controller and advised that N7586N had not been radar identified. 1707 - R54 radar identified N7586N and verified his altitude as 4,300 feet. R54 cleared N7586N to climb and maintain 6,000 feet. 1724 - N7586N requested a climb to 8,000 feet to get on top. R54 cleared N7586N to climb and maintain 8,000 feet. 1733 - R54 instructed N7586N to contact ZKC on frequency 133.4. N7586N reported on R52's frequency at 8,000 feet. R52 issued the VIH altimeter setting. 1746 - N7586N advised R52 that he was picking up some ice and requested a lower altitude. R52 cleared N7586N to descend and maintain 6,000 feet and asked if he wanted lower. N7586N advised he would try 6,000 feet. 1750 - R52 issued a relief briefing to the next controller and advised there was icing in the area. 1759 - R52 asked N7586N if he was proceeding direct SGF. N7586N advised he was direct DGD. R52 advised N7586N that she showed his flight plan direct SGF. N7586N advised he would make the adjustment. R52 then instructed N7586N to contact ZKC on frequency 133.8. 1800 - N7586N reported on R72's frequency level 6,000 feet. 1805 - N7586N advised R72 that he had lost his vacuum pump and was experiencing some difficulty. R72 asked N7586N if he needed anything. 1806 - N7586N advised that he was not sure what his heading was except off of the magnetic course. R72 advised that his heading looked like 334 degrees. N7586N requested R72 to give him a heading to fly. R72 issued N7586N a heading of 245 degrees. N7586N acknowledged the heading. 1811 - R72 called R53 and issued a point out on N7586N who had turned eastbound. R72 advised R53 that N7586N had lost his vacuum pump and did not know his heading. R72 then asked N7586N if he was still in a turn. N7586N advised he was trying to stay out of a turn and his artificial horizon was gone and so was his DG. R72 advised N7586N that he was heading totally opposite of the heading that he had been issued. R72 informed N7586N that he was heading about 090 degrees. 1812 - N3635W, a PA28 reported to R72 that he was on top at 6,000 feet. N3635W advised R72 if N7586N could get on top it would help. N3635W was about 35 miles northwest of N7586N at 6,000 feet. R72 informed N3635W that N7586N was southeast of Maples. N3635W advised R72 if N7586N could climb up, he would have to go west to get to VFR conditions. R72 asked N7586N if he needed some help, such as a different altitude. N7586N acknowledged, and informed R72 that he was completely disoriented. R72 asked N7586N if he was in level flight. There was no response. R72 climbed another aircraft in the area from 8,000 feet to 10,000 in case he needed to assign the altitude to N7586N. 1813 - R72 asked N7586N what he could do for him. There was no response. R72 called two more times with no response. 1814 - N3635W advised R72 he would be glad to help. R72 advised N3635W radar and radio contact had been lost with N7586N. He also advised N3635W of what had transpired prior to losing radar and radio contact. 1815 - N3635W suggested that R72 should get hold of Scott Search and Rescue because the aircraft was probably down on the ground. N3635W informed R72 if N7586N had lost his vacuum pump then he was partial panel in the aircraft. N3635W reported the ceilings in that area were about 200 to 300 feet. D72 called Jonesboro Low Sector at Memphis ARTCC (M04) and asked if they could see code 2102. M04 advised they did not see the beacon code. D72 instructed M04 if N7586N did call them to send him back to R72's frequency. 1817 - R72 had N1465G, a Baron, attempt contact with N7586N on 133.8. N1465G was unable to establish communications with N7586N. R72 then instructed N1465G to check for an ELT on 121.5. N1465G advised he did not hear an ELT. 1818 - D72 called M04 and asked them to block 7,000 and down from Springfield along V14 to Farmington. 1819 - D72 was informed that Kansas City Sector 29 was checking to see if anybody could pick up and ELT. R72 gave a sector briefing to the relieving controller and issued all the known data on N7586N. 1823 - R72 called for N7586N with no response. 1826 - D72 called R52 to see if N7586N had contacted them. R52 informed D72 that N7586N had not returned to their frequency, and R52 had attempted to establish communication with N7586N three times with no response. 1833 - R72 called for N7586N with no response. 1834 - N1465G called for N7586N twice with no response. R72 asked N1465G to attempt contact with N7586N on frequency 133.8. N1465G advised he would. There was no response from N7586N on any frequency. PERSONNEL INFORMATION The pilot held a Private Pilot Certificate with single-engine land rating and instrument rating. As of April 1998, the pilot had accumulated 526 hours total time, 355 of which were in the accident aircraft make and model. AIRCRAFT INFORMATION The aircraft was a 1977 manufactured Cessna U206G, serial number U20603691, registration number N7586N, single engine, high wing model aircraft. The last recorded aircraft inspection was on October 23, 1998, during which a 100 hour inspection was performed in accordance with the Cessna maintenance manual checklist. Total aircraft time on this date was listed at 2121.4 hours. A 100 hour engine inspection was also performed on October 23, 1998, at a listed total time of 2121.4 hours. On May 28, 1993, a Precise Flight Standby Vacuum System was installed on the aircraft with an FAA Form 337. WRECKAGE AND IMPACT INFORMATION The aircraft came to rest on the side of a wooded hill. Both wings had separated and were in multiple pieces. The empennage came to rest, downhill of the impact crater. The engine was located at the impact crater. The cabin section of the aircraft was destroyed (See attached Wreckage Impact Diagram and photographs). The vacuum pump and oth ## Aircraft - Registration: [N7586N](https://openairdocs.org/deregistered/N7586N-2001-05-16), registration cancelled 2001-05-16, S/N U20603691 (OpenAirDocs) - Reported make and model: Cessna U-206G - Registry model: [Cessna U206G](https://openairdocs.org/model/cessna-u206g) (registry code 2073356) (OpenAirDocs) - Category: Airplane - Serial number: U20603691 - Airframe hours: 2121 - Engines: Continental IO-520-F 300 horsepower reciprocating - Damage: Destroyed - Flight: Personal, Part 91 - Operator: Eft Aviation Services, Inc. - Airworthiness certificate: Standard, Normal - Last inspection: Annual, October 23, 1998 - Departed: MWA, MARION, IL - Destination: PWA, OKLAHOMA CITY, OK - Flight plan: IFR ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 54; injuries: fatal; private; airplane ratings: single-engine land; instrument ratings: airplane; medical: class 3, valid medical--w/ waivers/lim; seat: left; toxicology performed; flight hours: 338 total, 161 in this make and model, 254 as pilot in command ## Weather - Conditions: Instrument (IMC), Day - Wind: 70° at 3 knots - Visibility: 6 statute miles - Lowest ceiling: 400 ft broken - Temperature: 41 °F, dew point 41 °F - Altimeter: 30.02 inHg - Observed at: TBN, 38 nm away ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 19990131000849A](https://openairdocs.org/incident/19990131000849A), Jan 31, 1999: Cessna U206G, Salem, MO, Destroyed, 1 fatal. Acft crashed under unknown circumstances after the pilot reported that the acft lost a vacuum pump and that the was disoriented. The pilot/sole occupant… From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.