N5134N

HISTORY OF FLIGHT

On November 28, 2007, approximately 1235 central standard time, a Cessna 182Q single-engine airplane, N5134N, was destroyed when it impacted trees and terrain while maneuvering near Farmerville, Louisiana. The commercial pilot, who was the sole occupant, was fatally injured. The airplane was registered to and operated by Brentco Aerial Patrol, Inc., East Canton, Ohio. Visual meteorological conditions prevailed, and a flight plan was not filed for the Title 14 Code of Federal Regulations Part 91 aerial observation flight. The flight originated from Jackson, Tennessee, approximately 0700.

Company personnel reported that the pilot was conducting an aerial observation "pipeline patrol" flight along the Mid-Valley pipeline from the Mississippi River to Longview, Texas. During the flight about 1130, the pilot contacted the pipeline company via cell phone to give required position and pipeline condition reports.

According to the pipeline company representative that answered the pilot's telephone call, the pilot at first did not recognize the representative's voice or recall her name. This representative had spoken with the pilot on several occasions through the four years he was patrolling that pipeline. She stated the following about the conversation, "He usually is more precise, faster, and more descriptive. He took several pauses between each part of the report he gave me. I never have to say, 'ok continue,' but that day I had to say that several times. He took long pauses between each word he gave me. In between the downtime, I asked him if he was ok and that I heard he had been sick. He is usually more friendly and talkative, but barely responded and said, 'a little, I have been sick.' After giving me the reports, he said I cannot give you the [Global Positioning System] coordinates and descriptions to the reports at this time. [The pilot] also said that he dropped the papers on the floor of the plane...he replied, 'I'll call you right back.' After I hung up the phone, I stated to [other company representative] that [the pilot] sounded 'weird and disorientated' and that he would be calling back." No further communications were received by the company from the pilot.

The airplane was equipped with a portable Garmin GPSMAP 295 global positioning system (GPS) receiver. A specialist with the NTSB's Vehicle Recorder Division extracted the data stored in the receiver. The GPS data from the unit contained 2 recorded tracks dated November 28, 2007. The accident flight began at 1048 with the aircraft in flight near Lake Providence, Louisiana, with a GPS altitude of 1,030 feet and a groundspeed of 144 miles per hour (mph). The airplane maneuvered in that area for approximately 31 minutes at altitudes from 515 and 1,289 feet. The airplane then turned and flew on a westerly course for about 40 miles with altitude varying between 601 feet and 1,290 feet. The airplane began maneuvering again in the area of Twin Oaks, Louisiana, for approximately 30 minutes at altitudes of 538 feet and 2,014 feet. The airplane then turned and flew on a westerly course again for about 30 miles with altitude varying between 601 and 1,290 feet. The airplane then began maneuvering in the area of Conway, Louisiana, for approximately 18 minutes with altitude varying between 409 and 1,131 feet. During this time, there was a break in the recorded position information lasting 17 seconds. The last GPS update was at 1235, at recorded a position of 32 degrees, 52.885 minutes north latitude, and 92 degrees, 32.158 minutes west longitude, at an altitude of 261 feet. The last computed groundspeed was 134 mph and course was 219 degrees true.

During the afternoon hours on the day of the accident, the aerial patrol company and local pilots initiated a search for the airplane. On November 29, 2007, approximately 0845, the airplane was located in a heavily wooded area by local residents.

PERSONNEL INFORMATION

Flight Experience

The pilot, age 46, held a commercial pilot certificate with single-engine land, multi-engine land, and instrument airplane ratings. The pilot also held a flight instructor certificate with single-engine land and instrument airplane ratings. The pilot was issued a second-class medical certificate on October 29, 2007, with a limitation for corrective lenses. According to the pilot's most recent medical certificate application, he had accumulated 5,840 total flight hours and 525 flight hours in the previous 6 months.

Alcohol History

The following medical information was extracted from the records maintained on the pilot by the FAA Aerospace Medical Certification Division. A review of the pilot's most recent application for an airman medical certificate revealed that he pilot checked the box "yes" in response to question 18.v. "History of (1) any conviction(s) involving driving while intoxicated by, while impaired by, or while under the influence of alcohol or a drug; or (2) history of any conviction(s) or administrative action(s) involving an offense(s) which resulted in the denial, suspension, cancellation, or revocation of driving privileges or which resulted in attendance at an educational or rehabilitation program." In the "explanations" area following that box, the pilot wrote "DUI Conviction, 4/24/2007 - Ohio". The pilot checked the box "no" in response to question 18.n., which queried if the applicant had, or currently has substance dependence. The Federal Aviation Administration (FAA) Aerospace Medical Certification Division records contained no indications of either a request for or receipt of additional documentation of the pilot's arrest or prior alcohol history.

The pilot had reported his occupation on his previous 5 medical applications as a "Pilot" or "Flight Instructor." On January 5, 2007, a letter from the pilot to the FAA Internal Security and Investigation Division noted, in part, "In accordance with [Federal Aviation Regulation] 61.15(e), the following information is being provided: ...Charged with Driving under the influence of alcohol which resulted in the suspension of driver's license. Date of Action: November 13, 2006...This is the first report in relation to this motor vehicle action." The records also indicated a letter submitted by the pilot for a conviction for driving under the influence of alcohol in April 2007 for the same offense. A letter to the pilot from the manager of the FAA Aerospace Medical Certification Division noted, in part, "You are cautioned that any further alcohol related offenses, or evidence of alcohol abuse will require re-evaluation of your medical certification." There is no indication in the pilot's FAA medical records that any further information was requested related to the driving under the influence offense.

The Safety Board Investigator-In-Charge obtained the court documents for the DUI conviction the pilot listed on his medical application. The Ohio State Highway Patrol arrested the pilot for driving while intoxicated at 2337, on November 13, 2006. A copy of the arrest report was requested, however, at the time of the request, the report had already been destroyed. The information contained in the court documents relating to the case revealed that the DUI blood test indicated the pilot's blood alcohol concentration (BAC) was 0.31 percent at the time of testing.

During a telephone conversation with the owner of Brentco Aerial patrol, he stated the pilot was removed from flying in October 2006 due to "problems related to alcohol." The owner reported that the pilot completed a rehabilitation program and was then allowed to continue flying pipeline patrol. The company did not possess any records for the pilot pertaining to his completion of the rehabilitation program. The owner reported that the company had a random drug and alcohol testing program (not required by the FAA under Part 91), however, no records were available that indicated this pilot had been tested during his employment with the company. The owner reported that he was not aware of the pilot's DUI conviction from April 2007.

AIRCRAFT INFORMATION

The 1980-model Cessna 182Q, serial number 18267539, was a single-engine, high wing, fixed tri-cycle landing gear, semi-monocoque design airplane. The airplane was powered by a normally aspirated, direct drive, air-cooled, horizontally opposed, carburetor equipped, six-cylinder Teledyne Continental Motors O-470-U2B engine, serial number 466139, rated at 230 horsepower, and equipped with two-bladed constant speed propeller. The airplane was configured to carry a maximum of two occupants.

The airplane was issued a standard airworthiness certificate for normal category operations. The airplane was registered to the owner on August 6, 1988. The maintenance logbooks were reported to be onboard the airplane at the time of the accident and were not located.

METEOROLOGICAL INFORMATION

At 1249, the Ruston Regional Airport (RSN), Ruston, Louisiana, weather observation facility, located approximately 20 miles southwest of the accident site, reported the wind from 240 degrees at 7 knots, visibility 10 miles, sky clear, temperature 17 degrees Celsius, dew point 5 degrees Celsius, and an altimeter setting of 30.20 inches of Mercury.

Local authorities reported the weather at the time of the accident as clear skies and calm winds.

WRECKAGE AND IMPACT INFORMATION

The accident site was located in a pine tree plantation adjacent to a road at 32 degrees 52.857 minutes north latitude, and 92 degrees 32.170 minutes west longitude, at an elevation of approximately 230 feet mean sea level. The site was approximately 5 miles south of the pipeline that was to be patrolled. The main wreckage came to rest near a group of pine trees and the wreckage was distributed along a measured magnetic heading of 200 degrees, approximately 300 feet in length. The airplane was destroyed by a post-impact fire. Several pine...