CESSNA 208

Full Narrative

On February 14, 2025, about 1840 eastern standard time, a Cessna 208, N40EA, was substantially damaged when it was involved in an accident near Pierson, Florida. The commercial pilot was fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 positioning flight.
The non-instrument-rated commercial pilot departed Sebastian Municipal Airport (X26), Sebastian, Florida, at 1752 under VFR and was en route to Palatka Municipal Airport/Lt. Kay Larkin Field (28J), Palatka, Florida, which was located about 125 nautical miles (nm) to the north-northwest. The purpose of the flight was to reposition the airplane for a scheduled skydiving operation the following day.
ADS-B data provided by the FAA indicated that, shortly after departure, during the initial en route portion of the flight, the airplane’s ground track followed Interstate 95 North on a track of about 344° at an altitude of about 1,700 ft msl for about 50 nm.
The airplane then turned left to a heading of about 270° over DeLand, Florida, and climbed to 3,100 ft msl. After passing over the city, the airplane turned right to a ground track of about 024° while continuing to climb to a maximum altitude of 3,300 ft msl. The turn placed the airplane on a track about 35° right of the direct course line to its destination, about 30 nm south of 28J.
The reported weather along the route of flight and near the accident site consisted of twilight conditions (dusk), with scattered and overcast clouds between 2,700 to 3,300 ft msl and 7 to 10 miles visibility. At the destination airport, there were few clouds reported at 1,800 ft agl. The airplane’s flight track and select surface weather observations are shown in figure 1 below.

Figure 1. Flight track data with associated airports and their respective surface weather observations annotated.
About 5 nm after turning to the 024° track, the airplane began a steady descent, and its vertical speed oscillated between positive and negative values before entering a descending 180° turn to the right (see figure 2). The descent rate increased steadily to greater than 12,000 fpm until the data ended. The final ADS-B target was on a track of 209° at 400 ft msl (about 370 ft agl), at a groundspeed of 182 kts. The area where the final turn occurred was rural with few ground lights or other visual references.

Figure 2. Flight track with altitudes and groundspeeds for final portion of the flight.
A review of a graphical presentation of the Un-Restricted Mesoscale Analysis (URMA) ceiling product valid for 1900 indicated cloud ceilings of about 550 ft agl in the vicinity of the accident site (see figure 3). A cloud top height forecast product valid at 1900 forecast cloud tops between 6,000 and 9,000 ft msl in the vicinity of the accident site.

Figure 3. URMA ceiling analysis (in feet) valid for 1900. The accident aircraft’s flight track is marked by the purple line, and the accident location is within the purple circle.


A review of the pilot’s logbook revealed that he had accumulated about more than 8,600 total hours of flight experience. He did not hold an instrument rating.
The airplane impacted a densely wooded swamp at an elevation of 41 ft msl. The wreckage was scattered along a fan-like pattern from the primary impact point and was oriented on a 279° magnetic heading with a debris field that was about 75 yards long. The initial impact points were the tops of 65-ft trees with associated tree and limb fractures progressively lower to the terrain.
The propeller and engine assembly impacted the ground, creating a crater about 30 inches deep, and the propeller assembly was buried. The main body of the wreckage, consisting of the fuselage and cockpit, was discovered wrapped around trees. Both wings and the empennage were impact-separated, and the debris field contained severely fragmented parts consistent with a high-energy impact. The accident site and debris field were covered in 2 ft deep water, mud, and densely populated palmetto trees.
A strong odor of jet fuel was present at the site, and a fuel sheen was observed on the water. No evidence of postimpact fire was identified, and no indications of inflight fire were observed on the wreckage. About 90% of the airplane was recovered, and all flight control surfaces and major components were accounted for at the accident site.
Both wings were impact-separated and fragmented. All flight control surfaces were accounted for and showed impact damage. Flight control continuity could not be confirmed due to the severity of the wreckage fragmentation; however, the observed control cables exhibited features consistent with tensile overload, with a “broom straw” appearance. Clean cuts in the cables were performed by the first responders and the recovery personnel and were indicated with orange paint. No indications of a flight control anomaly were discovered during examination. Aileron trim actuator measurements on the right wing correlated to 13° trailing-edge-up deflection. The flaps were severely damaged; the flap actuator measured 5.6 inches, consistent with a near 0° flap setting (retracted) at the time of impact.
The empennage separated at impact, about 24 inches forward of the horizontal stabilizers. The inboard portions of the vertical stabilizer, and both horizontal stabilizers remained attached to the aft section of the empennage. The elevators and rudder separated at impact. Measurement of the elevator trim actuators correlated to 10° trailing edge up (nose down) on the left side and 15° trailing edge up (nose down) on the right side.
The propeller assembly reduction gearbox was severely damaged and exhibited features consistent with impact and rotational damage. Two of the three propeller blades were discovered in the primary impact crater, and both blades were completely separated from the hub. The blades were severely deformed with s-bending and exhibited chordwise scraping and gouges on the upper camber of the blades. Both propeller blades were fractured and missing about 10 inches of the tips. An extensive search for the missing blade was conducted but it was not located. Trees leading up to the main accident site exhibited chopping and slicing features consistent with propeller strikes.
The engine exhibited severe impact damage, and the compressor section was displaced 90° from the propeller gearbox. Several engine components, including the fuel control unit and fuel pump, were missing or severely damaged. The first-stage compressor rotor airfoils and air inlet struts were fractured. The second-stage compressor rotor airfoils were bent in the opposite direction of rotation, with the compressor stator airfoils bent in the direction of rotation. The first-stage planetary gear pins exhibited rubbing damage; the first-stage carrier was scored and the splined adapter was fractured. A follow-up examination on the engine identified contact signatures on internal components that were indicative of engine rotation at the time of impact. There were no preimpact anomalies discovered.
The cockpit and instrument panel were destroyed. The throttle quadrant, although damaged, was impact-separated and found relatively intact. The emergency power lever was at the mid-travel setting, the power lever was about 55%, and the propeller control was about 70% forward. The condition lever was full forward.
The Florida District 23 Office of the Medical Examiner performed the pilot’s autopsy. According to the pilot’s autopsy report, the cause of death was blunt trauma, and the manner of death was accident.
Postmortem toxicological testing by the FAA Forensic Sciences Laboratory detected ethanol at 0.016 g/hg in muscle tissue and did not detect ethanol in lung tissue. FAA toxicology results also included metformin detected in muscle tissue and lung tissue. No blood, urine, or vitreous fluid was available for toxicological testing.
Ethanol is the intoxicating alcohol in beer, wine, and liquor, and, if consumed, can impair judgment, psychomotor performance, cognition, and vigilance. Alcohol consumption is not the only possible source of ethanol in postmortem specimens. Ethanol sometimes may be produced by microbes in a person’s body tissues after death, and such postmortem production is made more likely by extensive traumatic injury.
Metformin, a prescription oral medication commonly used for blood sugar control in diabetes and prediabetes, is not typically impairing and may be acceptable for FAA pilot medical certification if the underlying condition is determined to be acceptable.
At the pilot’s most recent aviation medical examination, he reported a history of high blood pressure. He did not report any diabetes or prediabetes condition.