NTSB Factual Report

HISTORY OF FLIGHT

On October 24, 2003, at 0912 eastern daylight time, a Cessna U206F, N3007R, registered to a private owner, operating as a 14 CFR Part 91 personal flight, collided with trees during a forced landing in the vicinity of Edgefield, South Carolina. Visual meteorological conditions prevailed and no flight plan was filed. The airplane received substantial damage. The private pilot received serious injuries. The flight originated from Concord, North Carolina, on October 24, 2003, at 0810.

Review of radio communications revealed the pilot departed Concord, North Carolina, and contacted Charlotte, Greer, and Columbia Approach Control before contacting Augusta Approach. The pilot informed the controller he was at 4,500 feet heading 230-degrees magnetic. At 09:08:19, the pilot stated, "N07R we got a problem we got a engine out." The controller informed the pilot that the two closest airports were about 12 miles to the east-northeast and 13 miles to the south. The pilot informed the tower that he had an airport at 11.9 miles on a heading of 292 degrees. The controller informed the pilot that airport would be McCormick. At 09:10:49, the pilot stated, "N07R tower oh seven romeo we're going to put her down in a field over here I can't make a airport." The controller asked the pilot if he had a cell phone and he said, "N07R affirmative I do." There were no other communications with the pilot of N3007R. The airplane was located by an Air Med helicopter, and the injured pilot was transported to a trauma center in Augusta, Georgia.

PERSONNEL INFORMATION

Review of information on file with the FAA Airman's Certification Division, Oklahoma City, Oklahoma, revealed the pilot was issued a private pilot certificate on June 8, 1998, with ratings for airplane single engine land, and instrument airplane. The pilot holds a third class medical certificate issued on February 21, 2001, with no restrictions. The pilot did not enter the date of his last biennial flight review on the NTSB Pilot/Operator Aircraft Accident Report. The pilot reported on the submitted report that he had 550 total flight hours of which 350 were in the Cessna U206F.

AIRCRAFT INFORMATION

The aircraft logbooks were requested from the pilot by the NTSB and FAA. The logbooks were not recovered for examination , but the pilot provided limited information. Review of refueling records revealed the airplane was refueled on October 24, 2003, with 51 gallons of 100 low lead fuel.

METEOROLOGICAL INFORMATION

The closest weather reporting facility was Augusta Regional Airport, Augusta, Georgia, located 35 miles southwest of the accident site at an elevation of 145 feet msl. The Augusta Regional Airport weather observation at 0853 was, wind from 010 degrees at 4 knots, visibility 6 miles, clear, temperature 13 degrees C, dew point temperature 11 degrees C, and altimeter 30.07.

WRECKAGE AND IMPACT INFORMATION

The wreckage of N3007R was located in the vicinity of Highway 23 and Lickford Road in Edgefield, South Carolina. Examination of the crash site revealed the airplane came to rest on its right side with the left wing attached to the airframe. The right wing had separated and was located next to the fuselage. There was no evidence of a fuel spill on the ground and browning of vegetation was not present. The left and right fuel tanks were not ruptured. Sixteen gallons of fuel were removed from the left main fuel tank. No fuel was present in the right fuel tank. Both right wing fuel caps were off the filler necks. One fuel cap was located wedged into the upper forward fuselage above the cabin door on the right side. The airplane wreckage was transported to Griffin, Georgia, for further examination.

Examination of the wreckage revealed the engine assembly was displaced to the right. All engine mounts had separated from the firewall except for the right front engine mount. The firewall was buckled. The nose gear was separated from the bottom of the oleo strut. The propeller assembly separated at the propeller flange. The spinner was crushed on one side. One propeller blade was bent aft 6 inches outboard of the propeller hub. Scoring was present on the face of the propeller blade and "s" bending was present. One propeller blade was not damaged and the remaining propeller blade was bent aft at mid span.

The lower right side of the fuselage was crushed upward and inward into the right side of the forward cabin area. The cabin floor on the right side was crushed upward. The flight control cables were confirmed from the control column to the wing attachment areas and aft through the salvage cut to the tail flight control surfaces. A fuel cap with a fuel chain was located wedged in the top of the cabin roof above the passenger door. Red paint transfer were present on the aft side of the entry hole on the cabin roof. The right side of the fuselage was not damaged from the center doorpost extending aft to the aft cabin bulkhead. The right main landing gear separated. The fuselage was crushed inward 3 feet aft of the cabin bulkhead to the dorsal fin. The right horizontal stabilizer had diagonal crushing 39 inches outboard of the right horizontal stabilizer leading edge attachment point. The right elevator was not damaged. The vertical fin and rudder assembly were not damaged.

The right wing was separated at the forward and aft wing attachment points. The leading edge of the right wing sustained 3-tree impacts 9 inches, 32 inches, and 88 inches outboard of the wing root. The forward edge of the wing tip fairing was crushed inward. The right aileron was not damaged. The flaps were fully extended. The flight control cables were intact from the wing root extending outboard to the aileron. The right wing strut separated from the fuselage at the lower strut attachment point with a section of the fuselage structure attached. The right inboard main fuel cap was missing and the chain was attached to the fuel filler neck. There was no evidence of the fuel cap contacting the top of the wing surface. No fuel was present in the right main fuel tank. The recovered fuel cap was inserted in the filler neck and the cap had a tight seal. The top of the wing skin next to the inboard fuel filler neck was ripped and pushed inward. The top of the inboard fuel bladder had a 5-inch tear present in the bladder. The outboard fuel cap was not attached to the fuel tank filler neck. The recovered fuel cap was inserted in the filler neck and the cap had a tight seal. Red paint transfer was present on the top of the right wing 66- inches outboard of the wing root and 20-inches outboard and rearward of the outboard main fuel filler cap. Water was added to the fuel tank to check for leaks. The fuel tank was filled to the bottom of the filler neck before water started escaping through a 5-inch tear in the top forward inboard corner of the fuel bladder. The fuel selector valve was positioned to the right main fuel tank position. Shop air was injected into the forward and aft fuel tank pick up lines. Fuel exited from the vapor return line and the fuel supply line.

The left horizontal stabilizer collided with a tree 28-inches outboard of the horizontal stabilizer attachment point. The elevator was not damaged. The left fuselage from the aft cabin bulkhead extending forward to the forward cabin doorpost was not damaged. The left main landing gear remained attached to the fuselage.

The leading edge of the left wing collided with a tree 88-inches outboard of the wing root. The wing tip was destroyed. The left aileron was not damaged. Continuity of the flight control cables was confirmed from the wing root extending outboard to the aileron. The left wing strut remained attached to the wing and airframe. The inboard main fuel cap and outboard main fuel cap were installed with a tight seal. Water was added to the fuel tank to check for leaks. No leaks were observed in the fuel tank. The fuel selector valve was positioned to the left main fuel tank position. Shop air was injected into the forward and aft fuel tank pick up lines. Fuel exited from the vapor return line and the fuel supply line.

The engine assembly was removed from the airframe and mounted in an engine test stand with a test propeller. The damaged oil cooler was removed and a blocking plate was installed. The right forward side of the oil sump was dented and pushed upward. A 1-inch slit was observed in the sump in the damaged area. Fuel was present in the fuel vapor return line. The No. 5 cylinder induction tube was fractured and replaced. The No. 3 cylinder induction tube was cracked and repaired. The top spark plugs were removed and exhibited "worn normal signatures" when compared to the Champion Check-A-Plug chart. The piston domes exhibited normal combustion deposits. Both magnetos and ignition harness exhibited bright blue spark when the engine was turned by hand. Thumb compression and suction was obtained on all cylinders when the crankshaft was rotated, and valve and drive train rotation was confirmed.

A fuel source was attached to the fuel pump, and a magneto switch was installed. The engine started and ran for about 2 minutes at idle power before the engine seized. The propeller could not be rotated by hand or with the engine starter. The oil screen was removed and no metal debris was observed. The top spark plugs were removed and exhibited worn out normal deposits when compared to the Champion Check A Plug card. Examination of the crankshaft propeller flange revealed it was bent and was cracked.

The engine was shipped to the manufacture for further examination. Disassembly and inspection of the engine revealed that the crankshaft sustained damage and was cracked at the aft crankshaft to propeller flange transition radius. The crankshaft had a run-out of .029-inches at the propeller pilot. The engine sustained oil starvation at the propeller oil transfer collar.

MEDICAL AND PATHOLOGICAL INFORMATION

The pilot stated his left leg was broken in the accident. No toxicology specimens were requested from the pilot.

TESTS AND RESEARCH

Review of the Pilot's Operating Handbook for the Cessna STATIONAIR 1976 Model U206F PREFLIGHT INSPECTION CHECKLIST PROCEDURES states on page 4-5 and 4-6 (6), (4), " Fuel Filler Cap-SECURE and vent unobstructed."

ADDITIONAL INFORMATION

The wreckage was released to Atlanta Air Recovery, Griffin, Georgia, on November 20, 2003. The engine assembly was released to Atlanta Air Recovery on February 18, 2004.

NTSB Probable Cause

The pilot's failure to follow the checklist to ensure the fuel filler cap was secured resulting in fuel starvation and subsequent loss of engine power.