Cessna 206H accident near Sarasota, Florida, May 22, 2002
On May 22, 2002 at about 9:42 am local time, a Cessna 206H, registered N24013, was substantially damaged in an accident near Sarasota, Florida (Sarasota-Bradenton Internation airport). It was a positioning flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to maintain compensation for surface wind conditions resulting in excessive taxi speed, a loss of control while taxiing, an excursion off the taxiway, collision with a concrete pad, and a nose over.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 22, 2002 · about 9:42 am local time
- Place
- Sarasota, Florida · Sarasota-Bradenton Internation · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 206H · all 206Hs on the register
- Registration
- N24013 · no longer on the register · serial 20608087
- Damage
- Substantial damage
- Flight
- Positioning flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot stated he was taxiing in a 10 knot tail wind in "pitch black" night conditions. An animal or lights off the left side of the aircraft distracted his attention. Near the end of the taxiway he left 102 feet of left main tire skid marks, (77 feet for right tire) prior to running into the grass, colliding with a concrete pad, shearing off the nose wheel, and sustaining a nose over. He was not injured. Postaccident examination by a mechanic revealed no evidence of preaccident brake abnormalities. The pilot stated to an FAA Inspector that he encountered no mechanical malfunctions during a post accident interview.
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: airline transport pilot, flight instructor
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: glider; instructor: instrument airplane; instrument: airplane; rotorcraft: glider
- Flight time: 2,517 hours in all; 104 in this make and model; 281 in the last 90 days; 131 in the last 30 days; 2,397 as pilot in command; 674 on instruments
- Last flight review: October 6, 2001
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 1,838 hours
- Last inspection: 100-hour inspection, April 19, 2002; 74 hours since
- Maximum gross weight: 3,600 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming IO-540-AC1A5 (piston); 0 hours total
The flight
- Departed from: SRQ Sarasota FL
- Destination: PIE St. Petersburg FL
- Flight plan: IFR
Weather at the time
- Light: night, dark
- Wind: from 030° at 9 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 64°F (18°C), dew point 52°F (11°C)
- Altimeter: 30.03 inHg
- Observation at 9:53 am from SRQ, 1 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.