Johns Island, SC, USA
N222YT
Cessna T206H
Upon arrival at the destination airport, the flight was cleared for an ILS Approach to runway 09. The flight was inbound from the final approach fix when it descended below published minimums, collided with the ground, and burst into flames approximately 866 feet left and 597 feet short of the runway. The last radar return reported the airplane inbound from the final approach fix, 0.19 nautical miles from the runway, 200 feet above the ground, and traveling at 70 knots. Post-accident examination of the airplane revealed fire damage. Post-accident examination revealed no evidence of mechanical malfunction with the airframe or engine. The ILS approach to runway 09 was test flown on March, 29, 2005 by an FAA Flight Inspector and was found satisfactory. At 2114 eastern standard time, the Charleston Executive Airport weather reporting facility, reported winds from 090 degrees, magnetic, at nine knots, visibility of 0.25 statute miles, overcast 100 feet, temperature 14 degrees, Celsius, and dew-point 14 degrees, Celsius, and an altimeter setting of 30.00 inches of mercury. Published weather minimums for the ILS runway 9 (S-ILS ) are 267 feet with 0.75 mile visibility.
HISTORY OF FLIGHT On March 26, 2005, at 2118 eastern standard time, a Cessna T206H, N222YT, registered to and operated by the commercial pilot, collided with the ground and burst into flames while on an Instrument Landing System (ILS) approach to runway 09 at the Charleston Executive Airport in Johns Island, South Carolina. The flight was operated under the provisions of Title 14 CFR Part 91 and instrument flight rules. Instrument meteorological conditions prevailed and an instrument flight plan was filed for the personal flight. The pilot and passenger received fatal injuries and the airplane sustained substantial damage. The flight originated in Blue Ash, Ohio, on March 26, 2005 at about 1745. At 2032, the pilot established radio contact with Charleston Approach Control, and reported that he had weather information at Charleston and wanted the ILS Runway 09 Approach. The pilot was issued radar vectors for the approach. At 2110, the controller cleared the flight for the final approach and terminated radar services. At 2112, the flight passed abeam intersection JOBOP at 1600 feet flying at a ground speed of 83 knots. At 2118, the last radar return showed the airplane inbound from the final approach fix, 0.19 nautical miles from runway 09, 200 feet above the ground, and with a ground speed of 70 knots. A witness who was refueling a Coast Guard helicopter, said that he heard an engine noise in the distance but could not see an airplane due to fog. He said that followed the engine noise he heard what sounded like a rapid engine power increase. He next observed one of the red lights on the airplane, which he believed was the "tail beacon", and it was dropping at an "extensive" down angle, 45-degrees or more. He said the engine sound ceased after a thud was heard. He said he heard another thud followed by the airplane igniting into flames. He said he went into the Coast Guard building and called the necessary authorities and proceeded to the crash site to see if he could be of any assistance. PERSONNEL INFORMATION Review of information on file with the Federal Aviation Administration (FAA) Airman's Certification Division, Oklahoma City, Oklahoma, revealed the pilot was issued a commercial pilot certificate on March15, 1999, with ratings for airplane single engine land and instrument airplane. The pilots logbooks were recovered for examination but were damaged in the fire. According to FAA records, the pilot had a total of 1720 total hours and 983 hours in this make and model. Review of the FAA aeromedical records showed that the pilot held a second class medical certificate issued on February 15, 2005 , with limitations of posing glasses for near and intermediate vision. AIRCRAFT INFORMATION The airplane is a six seat, fixed wing 1999 Cessna T206H with tricycle landing gear. The airplane is powered by one reciprocating, fuel injected Lycoming TIO-540-AJ1A engine. A review of maintenance records revealed that the last annual inspection was conducted on March 18, 2004, tachometer time 788. At the time of the accident, the tachometer read 3382.63 hours. The last 50-hour inspection was conducted on September 21, 2004, tachometer time 894.1 hours. METEORLOGICAL INFORMATION At 2114, the Charleston Executive Airport, Johns Island, South Carolina weather reporting facility located at the accident site, reported winds from 090 degrees, magnetic, at nine knots, visibility of 0.25 statute miles, overcast 100 feet, temperature 14 degrees, Celsius, and dew-point 14 degrees, Celsius, and an altimeter setting of 30.00 inches of mercury. WRECKAGE AND IMPACT INFORMATION The on-scene examination of the accident site found that the airplane was approximately 866 feet left and 597 feet short of the approach end of runway 09. A large depression was observed near a tree stump which contained the airplane's nose gear and other undercarriage debris. The airplane rested inverted about 97-feet down the flight path from where the nose gear was located on a 047-degree heading. The cockpit and cabin areas were fire damaged. The airplane was recovered to Atlanta Air Recovery in Griffin, Georgia, for further examination at the crash site. Post-accldent examination of the airplane revealed fire damage to the fuselage. The nose gear and left main landing gear separated. Both wings exhibited fire damage. Left and right wing aileron control cable continuity was established from the aileron to the cabin area. The flap actuator was observed in the retracted position on both wings. The empennage remained intact. Elevator and elevator trim control cable continuity was established from the surface to the cockpit area. The elevator trim actuator measure approximately 1.5 inches. Fire damage was observed on the forward portion of the dorsal fin. Rudder control cable continuity was established from the rudder surface to the rudder pedals. Cockpit instrument panel exhibited fire damage and instrument data could not be recovered. Post-accident examination of the engine compartment revealed fire damage. The entire engine was fire damaged and the accessory comportment was melted by fire. The crankshaft rotated approximately 180 degrees. The magnetos remained attached but could not be tested due to fire damage. Both vacuum pumps were fire damage and one vacuum pump coupling was observed. The turbocharger separated from the engine and exhibited fire damage. The turbocharger compressor and turbine rotated freely. Examination of the oil suction screen and oil filter revealed that they were clean and free of debris. Only residual oil remained within the engine crankcase. Post-accident examination of the propeller blades revealed all three blades were bent aft and separated from the hub. The propeller governor remained attached to the engine mount pad. The governor was removed and the gasket screen was clean. The governor coupling was intact and was rotated, pumping action of oil was noted. Post-accident examination of the fuel system revealed that the injector inlet and the main fuel strainer were clean and free of debris. The fuel injector screen was free of debris and no debris was observed in the gascolator screen. MEDICAL AND TOXICOLOGICAL INFORMATION The Charleston County Medical Examiner performed the pathological diagnoses of the pilot on March 27, 2005. The reported cause of death was "blunt force trauma." The Forensic Toxicology Research Section, Federal Aviation Administration, Oklahoma City, Oklahoma performed postmortem toxicology of specimens from the pilot. The results were negative for carbon monoxide, cyanide, and ethanol. Dextrorphan was detected in a urine sample and dextromethorphan was detected in blood and urine samples. According to the FAA Civil Aerospace Medical Institute (CAMI) website, Dextromethorphan is a "cough suppressant commonly used in over the counter preparation." Dextrophan is a "metabolite of Dextromethorphan", according to the CAMI website. ADDITIONAL INFORMATION Weather minimums for the ILS Runway 09 are 300 feet with 0.75 mile visibility. A facility operational examine of the ILS approach to runway 09 was performed on March, 29, 2005 by a FAA Flight Inspector and was found satisfactory.
The pilot's failure to follow instrument flight procedures and descent below the published minimum descent altitude, which resulted in an in-flight collision with terrain during an instrument approach.
Source: NTSB Aviation Accident Database
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