# NTSB SEA97FA133: Cessna U206E, N206EC, Red Lodge, MT, June 9, 1997 - Type: NTSB accident investigation - Classification: Accident · Fatal · Field investigation · Final report - Date: June 9, 1997, 10:30 local (16:30 UTC) - Place: Red Lodge, MT - Coordinates: 45.189807, -109.24002 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=45.1898&lon=-109.2400&mi=10 - Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping) - Highest injury: Fatal - Injuries: 3 fatal - Status: Completed, report February 28, 2000 - Report: Approved by Office Director - NTSB case key (mKey): 42505 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=SEA97FA133 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/42505/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=42505 - Page: https://openairdocs.org/ntsb/SEA97FA133 ## Probable cause The pilot-in-command's flight into known adverse weather and the subsequent overload and separation of the right wing-strut fuselage-to-strut attach point. Factors contributing were clouds and obscuration. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Loss of control - in flight, cruise - weather condition - clouds (contributing factor) - flight into known adverse weather - attempted, pilot in command (cause) - weather condition - obscuration (contributing factor) - Airframe/component/system failure/malfunction, descent - uncontrolled - wing,bracing strut - overload (cause) - wing,spar - separation - In flight collision with terrain/water, descent - uncontrolled ## Analysis The non instrument-rated pilot obtained two separate weather briefings on the late afternoon and following morning prior to departing on his intended flight from Glendive, MT, to McCall, ID. He was advised by the briefer that 'VFR flight was not recommended' due to a low pressure system in Montana along with obscurations. The flight departed Glendive; and approximately 4 hours later, the pilot radioed Great Falls AFSS looking for a VFR airport available for landing. Witnesses observed seeing the aircraft exit clouds (bases approximately 6,000 feet MSL or 800 feet AGL) and break up, with both wings separating. Weather at the site was described as 'low clouds' and 'overcast' with poor visibility. Both wing struts separated at the strut-to-fuselage attach points, and the right wing was found in two separate pieces just short of the intact left wing. Both wings impacted terrain short of the fuselage ground impact site. The wing spar carry-through channel was observed to have separated just inboard of the right wing-root to fuselage attach point. The fracture surfaces were characteristic of instantaneous overload separations. All horizontal and vertical control surfaces remained with the fuselage except the right elevator. ## Factual narrative HISTORY OF FLIGHT On June 9, 1997, approximately 1030, mountain daylight time, a Cessna U206E, N206EC, registered to Payette River Industries, Inc., and being flown by the owner, a private pilot, was destroyed during an in-flight breakup and subsequent collision with terrain following a loss of control. The pilot, front right-seat passenger (also a private pilot), and rear-seat passenger, all sustained fatal injuries. The aircraft crashed three nautical miles east of Red Lodge, Montana. Instrument meteorological conditions prevailed at the time, and no flight plan had been filed. The flight, which was personal, was to have been operated under 14CFR91, and originated from Glendive, Montana, earlier on the morning of the accident. A caller for aircraft call sign "206EC" contacted the Great Falls Automated Flight Service Station (AFSS) approximately 1639 on June 8, 1997. The caller reported calling from Glendive, Montana, and requested a weather briefing from Glendive (GDV) to McCall, Idaho, (MYL) with an expected off time of approximately 1710. He requested a VFR flight route direct and the AFSS briefer advised that VFR flight was not recommended. During the briefing the caller was advised that the following day also looked bad. Then the briefer described a low pressure system between Sheridan, Wyoming, and Billings, Montana, with a stationary front running from Billings up to Glendive, and another stationary front running from Billings into Yellowstone Park. The briefing was terminated approximately 1650 (refer to ATTACHMENT WB-I). A second weather briefing from the Great Falls AFSS was obtained approximately 0601 on June 9, 1997, for the same aircraft call sign. The caller again reported calling from Glendive, Montana, and again requested a weather briefing from Glendive (GDV) "direct" to McCall, Idaho, (MYL) with an expected off time of approximately 0700. He specifically requested that he would "like to go enroute (sic) ah someway or another to get to McCall, Idaho." During the briefing, the caller was advised of "occasional mountain obscuration across the south central part" (Montana), spreading "through southwestern Montana and down over to Billings." The briefer also described a "surface low over eastern Montana with a stationary front on a line northeast and southwest of that point basically going across northwestern Wyoming, southeastern Idaho, (and) northern Nevada" and further remarked that "VFR (was) not recommended in areas of obscuration." The briefer also provided information on a more northerly route via Great Falls where weather conditions were reported as better, and the caller responded stating that "my best chance would be to stay further to the north then" and the briefer responded "lot better than it did yesterday afternoon." The pilot did not file a flight plan and the briefing was terminated approximately 0607 (refer to ATTACHMENT WB-II). The aircraft was reported to have been topped off with 47.9 gallons of fuel late on the afternoon of June 8, 1997, and a credit card slip showed the pilot checking out of the Days Inn at Glendive, Montana, at 0609 on June 9, 1997. At 1019:03, on the morning of the accident, the Great Falls AFSS received a radio transmission from aircraft call sign N206CE as follows: "Great Falls this is two zero six echo charlie." At 1019:13, the AFSS air traffic control specialist responded: "aircraft calling Great Falls radio on Billings one two two point five, say again." At 1019:20, N206EC radioed again: "(unintelligible) Great Falls, this is two oh six echo charlie, we're about forty miles south of Billings, Montana, we'd like to locate an airport (where) we can land VFR." The Salt Lake City Air Route Traffic Control Center (ARTCC) showed a radar target at the same time headed generally south at an altitude of 10,000 feet above mean sea level (MSL). This target was located at 45 degrees 25 minutes 3 seconds north latitude, and 109 degrees 23 minutes 42 seconds west longitude. At 1019:46, the AFSS air traffic control specialist responded: "november two zero six echo charlie, Great Falls radio, ah Billings currently reporting ceiling four hundred broken, one thousand two hundred overcast, visibility one zero, ah closest VFR airport would probably be ah well even uh behind you Sheridan ah ceiling eight hundred broken, one thousand three hundred broken, one thousand niner hundred overcast, ah you'd have to go east toward ah Miles City to be able to get into VFR conditions." At 1020:26, N206EC's final radio transmission was received as follows: "Great Falls, thank you, two zero six echo charlie" (refer to ATTACHMENT WB-III). The Salt Lake City ARTCC showed a radar target one second later continuing generally south at an altitude of 10,000 feet MSL. This target was located at 45 degrees 22 minutes 56 seconds north latitude, and 109 degrees 22 minutes 30 seconds west longitude. The Salt Lake City ARTCC showed the above targets with additional targets from 1024:17 until 1028:46 (refer to TABLE I). These targets were observed tracking generally southbound, then turning generally eastbound over the town of Red Lodge, Montana, and then terminating within one-half mile west of the ground impact site (refer to CHARTS RD-I and II). A close-up view of the last five radar targets showed the aircraft beginning a left turn to the northwest followed by tight right-hand spiral. The first three targets showed an altitude of 10,100 feet MSL, and the last two targets reported no altitude information. The elevation at the ground impact site was approximately 5,300 feet MSL (refer to CHART RD-III). Three individuals observed the accident, and a fourth heard it. The lone ear-witness, who was located approximately one nautical mile southwest of the crash site, reported the following: Witness number one was changing a radiator at Brophy Mine (refer to statement #1 and map). He reported that he heard "what sounded like a small single engine aircraft flying past" approximately "one-half mile north" of his location. He reported that he "could hear the sound of its engine as a background noise for a couple minutes when all of a sudden the engine started reving (sic) faster & faster for about 4 or 5 seconds." He reported hearing "a big whomp noise" but "couldn't see anything." The three eye-witnesses, who were all located within several thousand feet of the crash site, reported seeing the following: Witness number two was situated directly underneath the aircraft as it broke up (refer to statement #2 and map). He reported he heard the "plane for roughly 30-45 seconds before (he) spotted him" and that the aircraft's engine sounded like it was racing, then it began to run rough and sputter, (and) then there was a loud pop" (the popping sound enabled the witness to visually locate the aircraft). He reported further that the aircraft's engine "quit after the pop" and that he saw "small chunks of debris falling from the front part of the plane" and that it "began to make tight circles" and "after he went around 1.5 to 2 times both wings peeled off and the fuselage plummeted to the ground." The witness ended reporting that the aircraft "appeared to stay level until (it) started to circle, and then it pitched slightly downward" and that the aircraft "was heading east, and (the) circles were to (its) left." "The clouds that day were hanging low, about 800 to 900 feet above us, and the plane was right at the bottom of the clouds." Witness number three was situated slightly southwest of the ground impact site (refer to statement #3 and map). She reported she could hear the aircraft for about 30 seconds coming towards her and that "the weather was very overcast and visibility was very poor." She also reported that when she heard the aircraft she could not initially see it, then she "heard the plane's engine rev up a few times" and "heard a loud pop and saw a big spark" but still could not see the air ## Aircraft - Registration: [N206EC](https://openairdocs.org/deregistered/N206EC-1999-03-09), registration cancelled 1999-03-09, S/N U20601603 (OpenAirDocs) - Reported make and model: Cessna U206E - Registry model: [Cessna U206E](https://openairdocs.org/model/cessna-u206e) (registry code 2073350) (OpenAirDocs) - Category: Airplane - Serial number: U20601603 - Airframe hours: 7101 - Engines: Continental IO-550-F2B 300 horsepower reciprocating - Damage: Destroyed - Flight: Personal, Part 91 - Operator: Cheney, Ernest, J., doing business as Payette River Industries, Inc. - Registered owner: Payette River Industries, Inc. - Airworthiness certificate: Standard, Normal - Last inspection: Annual, February 1, 1997, 5 hours before - Departed: GDV, GLENDIVE, MT - Destination: MYL, MCCALL, ID ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 55; private; airplane ratings: single-engine land; medical: class 3, valid medical--no waivers/lim.; seat: left; toxicology performed; flight hours: 624 total, 234 in this make and model, 571 as pilot in command, 3 in the last 90 days, 1 in the last 30 days ## Weather - Conditions: Instrument (IMC), Day - Wind: calm - Visibility: 10 statute miles - Lowest ceiling: 600 ft overcast - Temperature: 59 °F, dew point 57 °F - Altimeter: 30.00 inHg - Observed at: BIL ## 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 19970609013659A](https://openairdocs.org/incident/19970609013659A), Jun 9, 1997: Cessna U206E, Red Lodge, MT, Destroyed, 3 fatal. (.4)The non instrument-rated pilot obtained two separate weather briefings on the late afternoon and following morning prior to departing on his intended… ## Docket (11 files) The files NTSB released with the investigation on February 26, 2022, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=42505. 3.2 MB in all. - Supplement e - second pilot information (item 1, PDF, 2 pages, 167 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=8803136&FileExtension=pdf&FileName=sea97fa133_Supplement%20E-Redacted-Rel.pdf - Witness statements (item 2, PDF, 13 pages, 1.7 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=8802797&FileExtension=pdf&FileName=sea97fa133_Witness%20Statements-Redacted-Rel.pdf - Attachment wb-i transcript (item 3, PDF, 9 pages, 130 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=8802215&FileExtension=pdf&FileName=sea97fa133_Attachment%20WB-I-Redacted-Rel.pdf - Attachment wb-ii transcript (item 4, PDF, 6 pages, 85 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=8803233&FileExtension=pdf&FileName=sea97fa133_Attachment%20WB-II-Redacted-Rel.pdf - Attachment wb-iii transcript (item 5, PDF, 3 pages, 64 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=8802736&FileExtension=pdf&FileName=sea97fa133_Attachment%20WB-III-Redacted-Rel.pdf - FAA personnel statements (item 6, PDF, 3 pages, 55 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=8802914&FileExtension=pdf&FileName=sea97fa133_FAA%20Personnel%20Statements-Redacted-Rel.pdf - Major repair and alteration, FAA form 337 (item 7, PDF, 8 pages, 506 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=8802806&FileExtension=pdf&FileName=sea97fa133_Repair%20and%20Alteration-Redacted-Rel.pdf - FAA report of aircraft accident (item 8, PDF, 2 pages, 154 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=8803314&FileExtension=pdf&FileName=sea97fa133_FAA%20Report-Rel.pdf - Statement of party representatives to NTSB investigation (item 9, PDF, 4 pages, 197 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=8802752&FileExtension=pdf&FileName=sea97fa133_Statement%20of%20Party%20Form-Redacted-Rel.pdf - Release of aircraft wreckage, NTSB form 6120.15 (item 10, PDF, 2 pages, 36 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=8802931&FileExtension=pdf&FileName=sea97fa133_Release%20of%20Wreckage-Redacted-Rel.pdf - Toxicological report (item 11, PDF, 1 page, 38 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=8802224&FileExtension=pdf&FileName=sea97fa133_Tox%20Report-Redacted-Rel.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.