Cessna TU206G accident near Wedgefield, Florida, March 12, 2025
On March 12, 2025 at about 6:50 pm local time, a 1977 Cessna TU206G, registered N27GP, was substantially damaged in an accident during enroute near Wedgefield, Florida. It was an aerial observation flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
Preview. This page is not yet listed for search engines.
The NTSB's probable cause their words, unchanged
A total loss of engine power as a result of an excessively rich fuel-to-air ratio due to the pilot’s failure to properly lean the engine’s fuel air mixture and the inadvertent activation of the auxiliary fuel pump.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 12, 2025 · about 6:50 pm local time
- Place
- Wedgefield, Florida · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna TU206G, built 1977 · all TU206Gs on the register
- Registration
- N27GP · registry record · serial U20604105
- Damage
- Substantial damage
- Flight
- Aerial observation flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that he was flying to the surveying location about 1,800 ft mean sea level (msl) for about 10 minutes after departing when the engine “just stopped.” He stated that there were no indications of an engine problem until it suddenly lost total power. He switched the fuel tanks and verified the magneto switch position, but the engine did not regain power. He attempted a forced landing in a field but, as the airplane touched down, the left wing contacted trees and stopped the airplane abruptly. The left wing was substantially damaged, and fuel began to leak into the cabin. The pilot and pilot-rated passenger exited through the aft door and called the departure airport’s air traffic control tower for assistance. Postaccident examination and an engine test run revealed no evidence of any preimpact mechanical malfunctions or failures that would have precluded normal operation. Data recovered from the engine data monitoring device installed in the airplane showed that the engine consumed about 10 gallons per hour (gph) more fuel than indicated by the calculations in the Pilot’s Operating Handbook (POH) when the airplane was at a cruise altitude of 1,700 ft mean sea level (msl). The fuel flow increased above that previously established level just before the engine stopped producing power. With the data showing a high fuel flow spike just before the loss of engine power, and the pilot indicating that the mixture lever had been set to the full rich position since takeoff, the spike was likely the result of the higher-than-recommended mixture setting and inadvertent activation of the airplane’s auxiliary fuel pump, which enrichened the fuel-to-air mixture past the point of the engine’s combustion capability. This condition was the subject of a note in the airplane’s POH.
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
What happened, in order
- Fuel related during enroute defining event
- Off-field or emergency landing during emergency descent
The NTSB's findings
- Personnel issues › Task performance › Use of equip/info › Use of equip/system › Pilot
- Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Powerplant parameters › Not attained/maintained
Pilot
- Certificate: airline transport pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 15,977 hours in all; 622 in this make and model; 71 in the last 90 days; 38 in the last 30 days; 15,751 as pilot in command; 3,854 on instruments
- Last flight review: May 17, 2024
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: left
- Injury: no injuries
Pilot-Rated Passenger
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Last flight review: May 20, 2025
- Medical certificate: Class 1 (with waivers/limitations)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 13,832.3 hours
- Last inspection: annual inspection, November 13, 2024
- Maximum gross weight: 3,600 lb
- Seats: 3
- Landing gear: fixed
- Engine: Continental Aerospace Technolo TSIO-520-M7B (piston); 0 hours total
- Operator: Gpi Geospatial INC
The flight
- Departed from: ORL Orlando FL at 6:40 pm
- Flight plan: none
- A second pilot was aboard
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 79°F (26°C), dew point 43°F (6°C)
- Altimeter: 30.02 inHg
- Observation at 2:53 pm from MCO, 13 miles away
Weather report (METAR): KMCO 121853Z 00000KT 10SM CLR 26/06 A3002 RMK AO2 SLP164 T02560061
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
15 documents, released by the NTSB on March 18, 2026. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
| # | Document | What it is | |
|---|---|---|---|
| 1 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 | PDF, 10 pages | View Download |
| 2 | Memorandum for Record A�� Telephone Interview, Pilot | PDF, 2 pages | View Download |
| 3 | Passenger Interview | PDF, 2 pages | View Download |
| 4 | Pilot Training Records | PDF, 1 page | View Download |
| 5 | Pilot Operating Handbook | PDF, 322 pages | View Download |
| 6 | Flight Director Email Conversation | PDF, 3 pages | View Download |
| 7 | Gpi SOP Excerpts | PDF, 3 pages | View Download |
| 8 | Investigative Photos | PDF, 5 pages | View Download |
| 9 | Engine Test Run Report | PDF, 1 page | View Download |
| 10 | Textron Report | PDF, 12 pages | View Download |
| 11 | Textron Questions | PDF, 3 pages | View Download |
| 12 | Electronic Devices - Specialist's Factual Report | PDF, 15 pages | View Download |
| 13 | Attachment 1 to Electronic Devices - Specialist's Factual Report (Tabular Data) | data file | Download |
| 14 | Party Forms | PDF, 10 pages | View Download |
| 15 | Release of Aircraft Wreckage, NTSB Form 6120.15 | PDF, 2 pages | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
Other NTSB records under N27GP the same tail number, which may have belonged to a different aircraft at the time
About this page
Everything above comes from the NTSB's public accident database: the narrative, probable cause and findings are the NTSB's own words, and the coded tables behind its report (pilot, aircraft, flight, weather, injuries, sequence of events) are written out in plain English. Pilots' ages, home towns and medical details are left out on purpose. The documents and photographs are the NTSB's docket, the folder of records gathered during the investigation, shown as the NTSB released them (the NTSB redacts some personal details first) and listed under the NTSB's own titles. This site's own text never names pilots, passengers or anyone else involved. A preliminary report describes what is known soon after the event and can change; the final report, with the probable cause, usually follows one to two years later and this page is refreshed when it does. Case number ERA25LA142.