Event WPR24FA252

Factual narrative

HISTORY OF FLIGHTOn July 23, 2024, at about 1104 Pacific daylight time, a Cessna T206H airplane, N460DC, was destroyed when it was involved in an accident near Kneeland Airport (O19), Eureka, California. The pilot and passenger were fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 business flight. According to the operator, the purpose of the flight was to bring a mechanic and helicopter parts to O19. ADS-B data showed that the airplane departed McClellan Park, California, about 0949, and then made a left turn to a northerly heading. At 1101, the data showed that the airplane made a turn to the east toward runway 33 followed by a left turn to line up with the runway centerline about 0.25 nautical miles south of the runway threshold. According to witnesses, the airplane overflew the runway at a low altitude and then entered a climb with a subsequent left turn to remain within the airport traffic pattern. The data showed that the airplane flew on the downwind leg about 3,000 ft mean sea level (msl) before it turned base and began to descend. The airplane then started its turn to final slightly east of the runway 33 centerline. The data showed that the airplane started to descend from 3,000 ft msl (about 250 ft agl) about 0.5 nm south of the approach end of runway 33 and did not begin a left turn toward the runway until the airplane was near the runway centerline. The airplane overflew the centerline and continued to descend from about 2,800 ft (under 100 ft agl) with approximately 0.2 nm until it reached the runway threshold. Witnesses reported that they observed the airplane land hard about midfield and bounce. The airplane then landed hard and bounced a second time before it drifted left of the runway centerline and disappeared from their line of sight (see figure 1). A witness heard the engine power increase about this time. Figure 1: ADS-B flight track data from accident flight with runway contact points PERSONNEL INFORMATIONAccording to the operator, the pilot was employed as a member of their flightline starting in March 2024, at which time he began flight training in the Cessna 206 (the accident airplane). The pilot’s flight logbook entries from March 2024 to July 2024 showed that he had one prior flight to O19 on April 16, 2024, during which time he accomplished 3 landings. According to the operator’s records, the pilot was hired on March 13, 2024, and started flying with them on April 8, 2024. AIRCRAFT INFORMATIONThe short field landing distance was calculated from the performance section of the pilot’s operating handbook. At a pressure altitude of 3,000 ft msl and temperature of 20° C, the airplane’s ground roll would have been approximately 835 ft, and about 1,540 ft to clear a 50-ft obstacle. AIRPORT INFORMATIONThe short field landing distance was calculated from the performance section of the pilot’s operating handbook. At a pressure altitude of 3,000 ft msl and temperature of 20° C, the airplane’s ground roll would have been approximately 835 ft, and about 1,540 ft to clear a 50-ft obstacle. WRECKAGE AND IMPACT INFORMATIONThe airplane came to rest inverted in a wooded area approximately 700 ft north of the departure end of runway 33 at an elevation of 2,570 ft msl. The airplane was mostly consumed by postcrash fire; however, all of the major structural components of the airplane were identified at the accident site. A debris path was marked by several broken tree branches and broken treetops. The first identifiable point of impact (FPI) was an area of displaced bark about 3 ft long approximately 100 ft above the ground on an approximately 120-ft-tall tree. The outboard section of the right wing was located at the base of the tree and exhibited a concave depression about midspan. A balance weight was found about 100 ft east of the main wreckage. The main wreckage was located approximately 80 ft north of the FPI and was consumed by postcrash fire. The propeller blades remained attached to the propeller hub, which remained attached to the crankshaft. Each of the blades displayed thermal damage, torsional twisting, and tip curling.   Several ground scars were observed near the departure end of runway 33. A gouge was located on the asphalt surface about 400 ft before the runway departure end, left of the runway centerline, with an adjacent scrape mark. A tie-down ring was located near the gouge, right of the runway centerline. An examination of runway 33 revealed the presence of tire marks, paint transfer marks, metallic transfer signatures, and additional tire impressions that were all ahead of the tie-down ring and on the left side of the runway (see figure 2). Figure 2: Runway contact signatures The wreckage was mostly consumed by postcrash fire. A postaccident examination of the airframe and engine revealed no preimpact mechanical anomalies or malfunctions that would have precluded normal operation. MEDICAL AND PATHOLOGICAL INFORMATIONAn autopsy was conducted on the pilot by the Office of the Sheriff-Coroner, Coroner Division, Eureka, California. The cause of death was “Blunt force trauma with burns due to plane crash, seconds.” Toxicological testing of the pilot’s specimens conducted by the FAA Civil Aerospace Medical Institute, Bioaeronautical Sciences Research Branch, Oklahoma City, Oklahoma, did not reveal any drugs of abuse. The pilot was transporting a mechanic and parts to an airport on a plateau surrounded by rolling peaks and valleys. The pilot approached the runway from the southeast and performed a go-around. It is unknown if it was the pilot’s intention to complete an initial pass by overflying the runway. Flight data suggests that the pilot’s second approach was unstabilized as he overshot the runway centerline before realigning with the runway and then descending rapidly in a short distance to reach the runway threshold. Witness statements and ground signatures indicated that during this second pass the airplane touched down hard about midfield, bounced, and landed hard again towards the end of the runway. The tie-down ring separated and the airplane deviated to the left of the runway centerline. The left wing collided with some branches off the left side of the runway before the airplane rolled off the runway and impacted trees and then the ground about 700 ft from the departure end of the runway. A postacrash fire consumed the wreckage. Postaccident examination of the wreckage did not reveal any preimpact mechanical anomalies with the airframe or engine that would have precluded normal operation. The flight track data, accident site signatures, and witness observations showed that the pilot attempted to touch down about halfway down the runway during a second pass and immediately lost directional control of the airplane. He then added power to perform a go-around about 150 ft from the end of the runway and never regained control. The pilot’s loss of control during the landing attempt and subsequent delayed decision to initiate a go-around resulted in a runway overrun and impact with trees and terrain. The pilot’s flight logbook showed he had only recently started with the company and had logged about 88 hours of total flight experience in the airplane make and model at the time of the accident. While his records suggest he likely had limited experience flying into the accident airport, his relative experience flying into airports with similar topographical challenges could not be determined with the available evidence. Source: NTSB Aviation Accident Database Retrieved: 2026-02-12

NTSB Findings

Hierarchical cause / factor breakdown from the FAA bulk avdata database. Each finding tagged C (Cause) or F (Factor).

• — Personnel issues-Task performance-Use of equip/info-Aircraft control-Pilot
• — Personnel issues-Action/decision-Info processing/decision-Decision making/judgment-Pilot
• — Aircraft-Aircraft oper/perf/capability-Performance/control parameters-(general)-Not attained/maintained