N8957W

HISTORY OF FLIGHTOn September 1, 2020, about 2007 central daylight time, a Piper PA-28-235 airplane, N8957W, was substantially damaged when it was involved in an accident near Walker, Minnesota. The pilot was fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

Automatic dependent surveillance – broadcast (ADS-B) position data indicated that the pilot departed Natchez-Adams County Airport (HEZ), Natchez, Mississippi, about 0912 and proceeded to Kirksville Regional Airport (IRK), Kirksville, Missouri, arriving about 1303.

A representative of the IRK fixed base operator (FBO) reported that the pilot landed without announcing his intentions on the airport common traffic advisory frequency. He requested that the airplane be topped off with fuel. During that time, the pilot remained in the airplane and stared straight ahead. Afterward, the pilot exited the airplane with his lunch and ate in the FBO conference room. He was offered a bottle of water but did not acknowledge.

The pilot departed IRK about 1436 with an intended destination of Bemidji Regional Airport (BJI), Bemidji, Minnesota. After takeoff, the pilot proceeded northbound and climbed to about 13,000 ft mean sea level (msl) before descending and maintaining 12,000 ft msl. About 1629, the pilot initiated a descent to 8,000 ft msl and then to 6,000 ft msl. About 7 minutes after leveling at 6,000 ft msl, the airplane altitude began to vary between 5,225 ft msl and 6375 ft msl.

During the flight, Minneapolis Air Route Traffic Control Center controllers became concerned that the pilot might be suffering from hypoxia due to the altitude and course deviations, and slow communication responses from the pilot. Controllers diverted the flight to St Cloud Regional Airport (STC), St. Cloud, Minnesota, and subsequently declared an emergency on the pilot’s behalf. Upon landing at STC, about 1734, the pilot was met by emergency medical personnel but refused treatment. He subsequently departed STC for BJI about 1832 under visual flight rules and without air traffic services. According to the FBO at STC, the airplane was not fueled before departure.

ADS-B data depicted the airplane proceeding northbound toward BJI when the flight track abruptly turned eastbound. The airplane over flew Leech Lake and continued about 15 miles southeast. The flight track then reversed course and proceeded northwest to the vicinity of Leech Lake. This was also in the direction of BJI.

About 2003, the airplane entered a descent from 7,000 ft about the time it crossed over the eastern shore of Leech Lake. The final ADS-B data point was recorded at 2007:39 with a corresponding altitude of 2,575 ft. The airplane subsequently impacted the lake about 0.55 mile southwest of the final data point. The lake elevation was about 1,290 ft and the water depth was about 12 ft at the accident site.

PERSONNEL INFORMATIONThe pilot’s logbook was not available to the National Transportation Safety Board (NTSB) during the investigation.

AIRCRAFT INFORMATIONThe airplane was topped off with 76.1 gallons of 100LL aviation fuel during the pilot’s stop at IRK. No fueling or other services were requested by the pilot during the stop at STC. The airplane fuel capacity totaled 84 gallons and was distributed between two 25-gallon main tanks and two 17-gallon wingtip tanks. The airplane owner’s manual noted a fuel consumption rate of 14.0 gph at 75% engine power. However, no data were available related to the actual fuel consumption during the accident flight or the extent to which the engine mixture was leaned.

Maintenance records for the airplane were not available to the NTSB. However, a copy of the most recent annual inspection logbook endorsement was provided by maintenance personnel.

METEOROLOGICAL INFORMATIONThe leading edge of a line of thunderstorms was located immediately north of the site at the time of the accident. Visual conditions prevailed outside of the storms themselves with light rain, wind gusts, and lightning in the vicinity. Advisories for thunderstorms, moderate turbulence, and low-level wind shear were in effect for the site at the time of the accident.

There was no record of the pilot obtaining an official weather briefing. However, the pilot did access a radar composite map and regional radar animation prior to departing IRK about 5.5 hours before the accident. At that time, the line of thunderstorms had not yet developed, and the advisories had not yet been issued.

AIRPORT INFORMATIONThe airplane was topped off with 76.1 gallons of 100LL aviation fuel during the pilot’s stop at IRK. No fueling or other services were requested by the pilot during the stop at STC. The airplane fuel capacity totaled 84 gallons and was distributed between two 25-gallon main tanks and two 17-gallon wingtip tanks. The airplane owner’s manual noted a fuel consumption rate of 14.0 gph at 75% engine power. However, no data were available related to the actual fuel consumption during the accident flight or the extent to which the engine mixture was leaned.

Maintenance records for the airplane were not available to the NTSB. However, a copy of the most recent annual inspection logbook endorsement was provided by maintenance personnel.

WRECKAGE AND IMPACT INFORMATIONPost-recovery airframe and engine examinations did not reveal any anomalies consistent with a preimpact failure or malfunction.

MEDICAL AND PATHOLOGICAL INFORMATIONThe pilot’s brother and friend noted that in the weeks before the accident, the pilot was slow to respond during conversations, was sleeping excessively, and seemed to have had significant difficulty focusing. This was unusual since the pilot was known to be meticulous and detailoriented.

The pilot’s autopsy identified a 3 centimeter (cm) × 3 cm × 3 cm mass in his brain. The mass appeared to be a glioblastoma multiforme, which is an aggressive, fast-growing type of cancerous brain tumor. The tumor had a localized area of bleeding and was causing compression and shift of surrounding brain tissue. The autopsy also identified two peripheral blood clots in the pilot’s lung and blood clots in the deep veins of his left lower leg. The pilot’s cause of death was recorded as probable drowning. Postmortem toxicological testing detected the pilot’s blood pressure medication metoprolol. Metoprolol is generally not considered impairing.