Cessna T206H accident near Johns Island, South Carolina, March 27, 2005
On March 27, 2005 at about 2:18 am local time, a Cessna T206H, registered N222YT, was substantially damaged in an accident near Johns Island, South Carolina (Charleston Executive airport). It was a personal flight under general aviation rules (Part 91). 2 people were killed. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
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, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 27, 2005 · about 2:18 am local time
- Place
- Johns Island, South Carolina · Charleston Executive · map
- Type
- Accident
- Injuries
- 2 people were killed.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Cessna T206H · all T206Hs on the register
- Registration
- N222YT · no longer on the register · serial T20608140
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
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.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record from the NTSB's investigation tables, in plain English
Pilot
- Certificate: commercial pilot, foreign licence, private
- Ratings: single-engine land; instrument: airplane
- Flight time: 1,720 hours in all; 983 in this make and model
- Last flight review: September 1, 2004
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: left
- Injury: fatal
The aircraft
- Airframe total time: 839 hours
- Last inspection: annual inspection, March 1, 2004
- Maximum gross weight: 3,600 lb
- Seats: 6
- Landing gear: fixed
- Engine: Lycoming TI0-540 SER (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: ISZ Blue Ash OH at 10:45 pm
- Destination: JZI Johns Island SC
- Flight plan: IFR
- Runway 9, 5,000 ft by 150 ft
Weather at the time
- Light: night
- Wind: from 090° at 9 knots
- Visibility: 0.2 statute miles
- Sky: overcast at 100 ft; ovct
- Temperature: 57°F (14°C), dew point 57°F (14°C)
- Altimeter: 30.00 inHg
- Observation at 2:14 am from JZI
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.