# NTSB ERA14LA389: Cessna T206H, N1229M, Wiggins, MS, August 14, 2014 - Type: NTSB accident investigation - Classification: Accident · Minor injuries · Limited investigation · Final report - Date: August 14, 2014, 18:07 local (23:07 UTC) - Place: Wiggins, MS - Coordinates: 30.87861, -89.114723 - Nearby events: https://openairdocs.org/map.md?lat=30.8786&lon=-89.1147&mi=10 - Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping) - Defining event: [Enroute-descent: Loss of engine power (partial)](https://openairdocs.org/ntsb-events/342) - Highest injury: Minor injuries - Injuries: 3 minor - Status: Completed, report September 8, 2015 - Report: Approved by Office Director - NTSB office: Eastern Region Aviation - Parties: Textron Aviation, FAA/FSDO, Lycoming Engines - NTSB case key (mKey): 89886 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ERA14LA389 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/89886/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=89886 - Page: https://openairdocs.org/ntsb/ERA14LA389 ## Probable cause A loosening of the engine throttle cable from its support clamp during flight, which resulted in a loss of throttle control. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Engine controls](https://openairdocs.org/ntsb-findings/01057600): Aircraft › Aircraft power plant · Malfunction (probable cause); cases with it: [Cessna T206H, 1 case](https://openairdocs.org/ntsb-findings/01057600/cases.md?model=2073303), [All aircraft, 51 cases](https://openairdocs.org/ntsb-findings/01057600/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Enroute-descent: Loss of engine power (partial)](https://openairdocs.org/ntsb-events/342) (defining event); cases with it: [Cessna T206H, 3 cases](https://openairdocs.org/ntsb-events/342/sequence.md?model=2073303), [All aircraft, 1,858 cases](https://openairdocs.org/ntsb-events/342/sequence.md) - [Emergency descent: Off-field or emergency landing](https://openairdocs.org/ntsb-events/440); cases with it: [Cessna T206H, 3 cases](https://openairdocs.org/ntsb-events/440/sequence.md?model=2073303), [All aircraft, 3,365 cases](https://openairdocs.org/ntsb-events/440/sequence.md) - [Emergency descent: Collision with terr/obj (non-CFIT) ](https://openairdocs.org/ntsb-events/470); cases with it: [Cessna T206H, 11 cases](https://openairdocs.org/ntsb-events/470/sequence.md?model=2073303), [All aircraft, 10,189 cases](https://openairdocs.org/ntsb-events/470/sequence.md) ## Analysis As the pilot leveled the airplane at 2,500 ft mean sea level during the descent for landing, he advanced the throttle but observed no response from the engine. He could not restore engine power; however, the propeller continued to spin. He noted that the throttle "felt very loose" when he attempted to add power. The airplane was unable to maintain altitude, so the pilot performed a forced landing in a field. The airplane collided with trees before coming to rest in the field, which resulted in structural damage to the airframe and minor injuries to the occupants. During a postaccident examination of the airframe and engine, the portion of the engine throttle cable that was normally clamped just forward of the upper right engine firewall was found forward of and unclamped from its clamping device. Examination of the remainder of the wreckage did not reveal evidence of a mechanical malfunction or failure. It is likely that the throttle cable became unsecured during the flight and led to the lack of throttle response reported by the pilot. ## Factual narrative On August 14, 2014, about 1807 central daylight time, a Cessna T206H, N1229M, was substantially damaged following a partial loss of engine power and forced landing near Wiggins, Mississippi. The private pilot and two passengers received minor injuries. The airplane was operated by the pilot under the provisions of 14 CFR Part 91, and no flight plan was filed. Day, visual meteorological conditions prevailed for business flight that originated at Sherman, Texas (GYI) and was destined for Daytona Beach, Florida (DAB).According to the pilot, the flight was in the vicinity of Hattiesburg, Mississippi when he elected to change his landing destination to Mobile, Alabama (MOB) to refuel and have dinner. After descending to 2,500 feet above mean sea level (MSL), he leveled the airplane and advanced the throttle, but observed no response from the engine. He could not recover engine power, although the propeller continued to spin. The throttle "felt very loose." He maneuvered the airplane toward the nearest airport; however, there was not sufficient altitude to reach the airport. The airplane collided with trees before coming to rest in a farm field. An inspector with the Federal Aviation Administration responded to the accident site and examined the wreckage. He confirmed substantial damage to both wings and extensive damage to the fuselage. The engine broke free from its mounts during the impact sequence. The wreckage was recovered and moved to a storage facility at Baton Rouge, Louisiana for a more detailed examination. The wreckage was examined on August 20, 2014, under the supervision of an inspector with the FAA. The following observations were noted. The propeller remained attached to the crankshaft flange. The propeller spinner was partially crushed. The lower engine cowl and the exhaust tailpipe were partially crushed. The throttle, mixture and propeller control cables were pulled from the firewall. The engine cowlings were removed and the engine was suspended from a lift so it could be partially disassembled to facilitate the examination. The engine oil dipstick indicated 8 quarts. The engine was rotated by turning the propeller and continuity of the crankshaft to the rear gears and to the valve train was confirmed. Compression and suction were observed on all engine cylinders. The interiors of the cylinders were examined using a lighted borescope and no anomalies noted other than oil in the right side cylinders. The propeller remained attached to the crankshaft flange. The propeller spinner was partially crushed. One propeller blade remained straight. Another blade exhibited a bend of about 20 degrees at the tip and scratches on the forward surface. The remaining blade was loose in the propeller hub and was bent about 45 degrees near mid-span. The propeller governor remained attached to the engine. The governor control arm assembly was impact-separated from the governor. The propeller control cable remained attached to the governor control arm.The governor was removed and the governor oil screen was observed absent of debris. The fuel injector servo remained attached to the engine. The throttle control cable remained attached to the servo throttle control arm. The control arm was against the idle stop pin on the servo and the pin was bent about 45 degrees. The portion of the control cable which was normally clamped just forward of the upper right firewall was observed forward of and not clamped in the clamping device. The pilot reported that the cockpit throttle control "felt very loose" when he attempted to add power after a descent. The mixture control cable remained attached to the servo mixture control arm. The control arm was observed against the idle cut-off stop. The servo was removed and partially disassembled. The servo fuel inlet screen was absent of debris. The fuel regulator section safety wire was intact and the brass plug was secure. The rubber diaphragms were intact. The flow divider remained attached to the engine and the associated hoses and lines were secure. The flow divider was partially disassembled and the rubber diaphragm was observed intact. The fuel injector nozzles were unobstructed. The engine-driven fuel pump remained attached to the engine and the associated fuel lines remained attached and secure. The pump was removed and produced water when a hose to the fuel inlet was submerged in water and the pump was rotated using an electric drill. Liquid with and odor consistent with that of aviation gasoline was observed in all engine compartment fuel hoses from the firewall to the fuel flow divider and in the engine driven fuel pump, fuel injector servo and the flow divider. The aircraft fuel strainer screen on the firewall was absent of debris. Both magnetos remained attached to the engine and no damage was noted. Both produced spark from all ignition towers when rotated by hand. All spark plugs were removed for examination. The numbers 2 (top and bottom), 4 (top and bottom), 5 (bottom), and 6 (top and bottom) had undamaged electrodes and were normal in color. The numbers 1 (top and bottom), 3 (top and bottom), and 5 (top) plugs had undamaged electrodes and were oil-soaked. The ignition harness exhibited substantial impact-related damage. The turbocharger remained attached to the engine but was separated from the exhaust system. No damage was noted to the turbocharger and it was not removed. The associated oil lines remained attached and secure. The turbine wheel was oily (the engine was lying on its right side). The turbine and compressor wheels rotated freely by hand and no scoring was noted in the turbine or compressor housings. The sloped controller was impact-separated from the firewall. No damage was noted and the hoses remained attached. The manifold pressure relief valve remained attached to the induction system and no damage was noted. The valve operated freely by hand. The exhaust bypass valve controller remained attached to the turbocharger and wasimpact damaged. No damage was noted to the exhaust bypass valve. According to the operator, an annual inspection of the airframe and engine was completed on October 1, 2013, at 507 hours total airframe time. ## Aircraft - Registration: [N1229M](https://openairdocs.org/deregistered/N1229M-2018-03-06), registration cancelled 2018-03-06, S/N T20608711, built 2007 (OpenAirDocs) - Reported make and model: CESSNA T206H - Registry model: [Cessna T206H](https://openairdocs.org/model/cessna-t206h) (registry code 2073303) (OpenAirDocs) - Registry engine: [Lycoming TIO-540-AJ1A](https://openairdocs.org/engine/lycoming-tio-540-aj1a) (registry code 42004, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: T20608711 - Year built: 2007 - Airframe hours: 507 - Engines: LYCOMING TIO-540-AJ1A 310 horsepower reciprocating - Damage: Substantial damage - Flight: Business, Part 91 - Operator: Jeff Bramblett - Registered owner: Jtb Enterprises LLC - Airworthiness certificate: Standard, Normal - Last inspection: Annual, October 1, 2013 - Departed: GYI, Sherman, TX - Destination: DAB, Daytona Beach, FL - Equipment: ADS-B, Electronic flight bag or handheld device, Electronic multifunction display, Onboard weather ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 62; injuries: minor; private; airplane ratings: single-engine land; instrument ratings: airplane; medical: class 3, with waivers/limitations; last flight review March 11, 2013; seat: left; restraint: 3-point; flight hours: 988 total, 929 in this make and model ## Weather - Conditions: Visual (VMC), Day - Wind: 330° at 6 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 90 °F, dew point 63 °F - Altimeter: 29.96 inHg - Observed at: HBG, 18 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 20140814014309A](https://openairdocs.org/incident/20140814014309A), Aug 14, 2014: Cessna T206H, Wiggins, MS, Substantial damage. The pilot reported that as he was traveling from grayson county, Texas, (kgyi) to daytona beach, Florida (kdab). He decided to stop in mobile, Alabama (kmob)… ## Docket (13 files) The files NTSB released with the investigation on July 30, 2015, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=89886. 23.9 MB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 2.0 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40430055&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Redacted.PDF - Correspondence with Pilot (item 2, .PDF, 195 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40430056&FileExtension=.PDF&FileName=Correspondence%20with%20Pilot-Redacted.PDF - Witness Interview Summary (item 3, .PDF, 89 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40430057&FileExtension=.PDF&FileName=Witness%20Interview%20Summary-Master.PDF - Written Witness Statement (item 4, .PDF, 76 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40430058&FileExtension=.PDF&FileName=Written%20Witness%20Statement-Redacted.PDF - Certification of Party Representative (item 5, .PDF, 856 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40430059&FileExtension=.PDF&FileName=Certification%20of%20Party%20Representative-Redacted.PDF - Memorandum of Record – Excerpts from Lycoming Field Notes and FAA Correspondence (item 6, .PDF, 159 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40430060&FileExtension=.PDF&FileName=Memorandum%20of%20Record%20%E2%80%93%20Excerpts%20from%20Lycoming%20Field%20Notes%20and%20FAA%20Correspondence-Master.PDF - Photo 1 – Main Wreckage (Photo Courtesy of FAA) (item 7, .PDF, 3.1 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40430061&FileExtension=.PDF&FileName=Photo%201%20%E2%80%93%20Main%20Wreckage%20(Photo%20Courtesy%20of%20FAA)-Master.PDF - Photo 2 – Main Wreckage (Photo Courtesy of FAA) (item 8, .PDF, 4.3 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40430062&FileExtension=.PDF&FileName=Photo%202%20%E2%80%93%20Main%20Wreckage%20(Photo%20Courtesy%20of%20FAA)-Master.PDF - Photo 3 – Main Wreckage (Photo Courtesy of FAA) (item 9, .PDF, 3.6 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40430063&FileExtension=.PDF&FileName=Photo%203%20%E2%80%93%20Main%20Wreckage%20(Photo%20Courtesy%20of%20FAA)-Master.PDF - Photo 4 – Main Wreckage (Photo Courtesy of FAA) (item 10, .PDF, 3.1 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40430064&FileExtension=.PDF&FileName=Photo%204%20%E2%80%93%20Main%20Wreckage%20(Photo%20Courtesy%20of%20FAA)-Master.PDF - Photo 5 – Engine Firewall (Photo Courtesy of FAA) (item 11, .PDF, 3.1 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40430065&FileExtension=.PDF&FileName=Photo%205%20%E2%80%93%20Engine%20Firewall%20(Photo%20Courtesy%20of%20FAA)-Master.PDF - Photo 6 – Engine Cowling and Propeller (Photo Courtesy of FAA) (item 12, .PDF, 3.1 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40430066&FileExtension=.PDF&FileName=Photo%206%20%E2%80%93%20Engine%20Cowling%20and%20Propeller%20(Photo%20Courtesy%20of%20FAA)-Master.PDF - Photo 7 – Throttle Cable (Photo Courtesy of Lycoming) (item 13, .PDF, 1 photo, 175 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40430067&FileExtension=.PDF&FileName=Photo%207%20%E2%80%93%20Throttle%20Cable%20(Photo%20Courtesy%20of%20Lycoming)-Master.PDF 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.