N15RP

HISTORY OF FLIGHTOn July 7, 2023, about 0023 central daylight time, a Beech A36, N15RP, was involved in an accident near Rayville, Louisiana. The airplane was destroyed. The pilot and a passenger sustained fatal injuries. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

Radar data showed that about 2210, the airplane departed from Addison Airport (ADS), Dallas, Texas, on a visual flight rules flight and without air traffic control services to John H Hooks Jr Memorial Airport (M79), Rayville, Louisiana. The airplane flew past and to the southeast of M79, where it made a right turn toward M79. It then made a left turn and flew to the southwest, and then turned left and flew to the east/southeast. When the airplane was approximately south of M79 it turned north towards M79.

The airplane wreckage was located about 1 mile south of M79 and was destroyed by impact forces. METEOROLOGICAL INFORMATIONThe accident site was located south and on the warmer side of a cold front with low- and mid-level ridge pressure centered over the Gulf of America. Light and variable surface winds affected the region, where it had rained earlier in the evening.

The High-Resolution Rapid Refresh model sounding for the approximate accident site location, at 0000, indicated a conditionally unstable environment from the surface through 200 ft agl then a stable environment from 200 ft agl through 4,000 ft. The top of a subsidence inversion was approximately 1,600 ft.

Geostationary Operational Environmental Satellite imagery indicated the cloud cover above the accident site was a combination of low- and very low-level water clouds with the cloud cover expanding in area coverage with time.

A surveillance camera located about 1 mile east of M79 with a west view toward the airport recorded a light consistent with the periodicity of an airport rotating beacon and sky conditions. As the recording progressed, clouds/obscuration increased, and the luminosity of the periodic light decreased over time.

The Graphical Forecasts for Aviation (GFA) cloud forecast applicable to the accident site that was valid on July 6, 2023, at 2200, indicated scattered to overcast clouds with bases at 800 ft and tops at 16,000 ft and with layered clouds to flight level 400. By 0100, the GFA cloud forecast indicated few to broken cloud coverage, with bases at 700 ft and cirrus above.

The Monroe Regional Airport (MLU) Automated Surface Observing System (ASOS) was located 13 miles west of the accident site. At 0116, the ASOS recorded: wind calm, visibility 4 miles, mist, scattered clouds at 200 ft agl, temperature of 23°C, dew point temperature of 22°C, and an altimeter setting of 29.98 in Hg.

The Morehouse Memorial Airport (BQP) Automated Weather Observing System (AWOS) was located 18 miles north-northwest of the accident site. At 0035, the AWOS recorded: wind calm, visibility 10 miles or greater, scattered clouds at 200 ft agl, scattered clouds at 6,000 ft agl, temperature of 23°C, dew point temperature of 22°C, and an altimeter setting of 30.01 in Hg.

There were no pilot reports in the national airspace system within 2 hours before and after the accident time and within 100 miles of the accident site at altitudes below 18,000 ft. WRECKAGE AND IMPACT INFORMATIONThe airplane wreckage was located about 1 mile south of M79 and was destroyed by impact forces. The airplane’s heading was about 268°. Ground scarring and airplane damage was consistent with a nose-down, high-speed impact. Ground scarring began with two main landing gear wheel impressions separated by 7 ft and immediately forward was the impression of the wing leading edges. A 3-ft deep hole followed and preceded the aircraft tail by about 8 ft. The airframe was upright. The nose wheel strut and wheel were found in the hole. Wreckage debris extended about 50 ft forward of the aircraft nose and contained windscreen pieces and avionics.

All components of the airplane were at the accident site. The main landing gear was extended. The wing flaps were in the retracted position. Flight control continuity was confirmed from the control surfaces to the cockpit. The left and right elevator trim tabs were relatively neutral to that of their elevators.

A postaccident examination of the engine revealed that the engine drivetrain and valvetrain components were in place and connected. The drive and valvetrain components displayed features consistent with normal engine operation. The top spark plugs displayed features consistent with normal operation. Both magnetos were tested on a magneto test stand and produced electrical spark in proper sequence. The engine-driven fuel pump drive coupling was intact and unbroken and rotated freely without anomaly.

The propeller was separated from the propeller flange and that separation exhibited features of overload separation. The blades display S-shaped twisting and propeller tip curl consistent with engine power production. MEDICAL AND PATHOLOGICAL INFORMATIONForensic Autopsy and Consulting Services, North Little Rock, Arkansas, performed the pilot’s autopsy. According to the pilot’s autopsy report, his cause of death was multiple blunt force injuries, and his manner of death was accident. The pilot’s autopsy was severely limited for evaluation of natural disease due to the extent of his injuries. The autopsy was documented as an external examination only. Within its limitations, no significant natural disease was identified.

Postmortem toxicological testing by the FAA Forensic Sciences Laboratory detected ethanol at 0.057 g/hg in liver tissue, at 0.109 g/hg in lung tissue, at 0.155 g/hg in kidney tissue, and at 0.164 g/hg in muscle tissue (in tissue, concentrations in g/hg are approximately equivalent to concentrations in g/dL). N-propanol was detected in lung tissue and kidney tissue and was not detected in liver tissue or muscle tissue. Isopropanol was detected at 0.012 g/hg in muscle tissue and was not detected in liver tissue, lung tissue, or kidney tissue.

FAA testing also detected delta-9-tetrahydrocannabinol (delta-9-THC) at 0.9 ng/g in lung tissue and did not detect delta-9-THC in liver tissue. Carboxy-delta-9-tetrahydrocannabinol (carboxy-delta-9-THC) was detected at 3.7 ng/g in liver tissue and was not detected in lung tissue. FAA testing detected phentermine at 352 ng/g in liver tissue and at 174 ng/g in muscle tissue.

Ethanol is the intoxicating alcohol in beer, wine, and liquor, and, if consumed, can impair judgment, psychomotor performance, cognition, and vigilance. FAA regulation imposes strict limits on flying after consuming ethanol, including a prohibition on piloting a civil aircraft while having a blood ethanol level of 0.04 g/dL or greater. Ethanol absorbed into circulation after alcohol consumption distributes relatively evenly throughout body tissues with water. Alcohol consumption is not the only possible source of ethanol in postmortem specimens. Ethanol sometimes may be produced by microbes in a person’s body tissues or fluids after death, potentially elevating ethanol levels in some postmortem specimens. Postmortem ethanol production is made more likely by extensive traumatic injury.

N-propanol (also known as 1-propanol) is another alcohol that can be produced by microbes in a person’s body after death. Detection of n-propanol in a postmortem specimen potentially is indicative of postmortem microbial activity in the specimen, with or without associated ethanol production.

Isopropanol (also known as 2-propanol, or isopropyl alcohol) is rubbing alcohol. It is widely available for a variety of commercial and industrial uses. If ingested, it has roughly twice the central nervous system depressant potency of ethanol. However, isopropanol detected in postmortem specimens often is a result of sources other than ingestion, such as postmortem microbial production.

Delta-9-THC and metabolite is the primary psychoactive chemical in cannabis, including marijuana, hashish, and other cannabis products such as extracts and edibles. Carboxy-delta-9-THC is a non-psychoactive metabolite of delta-9-THC. Cannabis may be inhaled or ingested recreationally by users seeking mind-altering effects. It may also be used to treat symptoms of various medical conditions. Psychoactive effects of cannabis vary depending on the user, dose, and route of administration, and may impair motor coordination, reaction time, decision making, problem solving, and vigilance. A person’s instantaneous blood concentration of delta-9-THC does not directly predict that person’s impairment. Additional challenges exist to interpreting delta-9-THC concentrations measured in postmortem specimens, as such concentrations may not represent antemortem concentrations in blood. Marijuana is a federal Schedule I controlled substance, and the FAA considers its use by pilots unacceptable, regardless of state laws.

Phentermine is a prescription weight loss medication. It is a federal Schedule IV controlled substance, with some potential for abuse. It may sometimes be associated with adverse cardiovascular effects including increased blood pressure, rapid or irregular heartbeat, or heart attack. Side effects of phentermine may include insomnia, nervousness, and dizziness. Uncommonly, more-extreme side effects such as psychosis may occur. The drug typically carries a warning that it may impair the ability to engage in potentially hazardous activities such as operating machinery or driving a motor vehicle. The FAA considers phentermine to be a “do not issue/do not fly” medication; according to the FAA medical case review for this accident, phentermine use is disqualifying for pilot medical certification.