Accident Overview
On May 28, 2011, at 2044 central daylight time, a Rockwell 112 single-engine airplane, registration N1041J, collided with terrain and an unoccupied automobile during a forced landing at an apartment complex parking lot in Bryan, Texas. The pilot and passenger aboard were fatally injured; no ground injuries occurred. The aircraft sustained substantial damage. The flight was conducted under 14 CFR Part 91 as a personal flight, departing from Fort Worth Spinks Airport (FWS) at about 1922 en route to Scholes International Airport (GLS) in Galveston, Texas. Dusk visual meteorological conditions prevailed, and no flight plan was filed.
Flight History
According to fueling records and witness statements, the airplane was last refueled on May 25, 2011. The pilot had flown 2.8 hours on May 26 in two flights, with possible additional local flights on May 26 or 27; no refueling occurred after any of those flights. During the accident flight, while cruising at about 9,500 feet mean sea level, the pilot requested a fuel stop at Easterwood Field Airport (CLL) in College Station. The airplane turned right and began descending. At 2035:30, the pilot reported needing a fuel stop; by 2036:40, he stated he was "running out of fuel." At 2043:40, at 600 feet msl, the pilot reported he would not reach the airport. A witness observed the aircraft flying low and then making a sudden right turn before impact.
Aircraft and Pilot Details
The 57-year-old pilot held a private pilot certificate with ratings for airplane single-engine land and instrument. His most recent flight review was completed on May 18, 2010, and a third-class medical certificate was issued on July 1, 2010. As of May 26, 2011, his total flight experience was 460.6 hours, with 259.6 hours in the accident make and model. The Rockwell 112 (serial number 41), manufactured in 1973, was a four-seat, low-wing, retractable-gear airplane powered by a 200-hp Lycoming IO-360-C1D6 engine driving a Hartzell three-blade controllable pitch propeller. Useful fuel capacity was 62 gallons. The airplane had a turbo-normalizing system installed via supplemental type certificate. Maintenance logbooks were unavailable; estimated annual inspection was completed on May 24, 2011.
Weather and Communications
The closest weather station (CLL) reported at 2053: wind from 170 degrees at 13 knots, visibility 10 miles, clear skies, temperature 29°C, dew point 21°C, altimeter 29.71 inHg. Moonset occurred at 1648, sunset at 2021, and end of civil twilight at 2048. The pilot was receiving flight following from Houston ARTCC. After requesting a fuel stop, he was instructed to contact CLL tower. A sequence of radio transmissions documented the pilot's fuel status reports. The last radar return was at 2043:46.
Wreckage and Impact
The main wreckage came to rest upright in an apartment complex parking lot, about 2 miles north of CLL. Initial impact crater was 47 feet from the final resting location, with debris scars leading on a heading of 235 degrees. Wings exhibited accordion crushing and impact damage; no fuel was found in either wing tank. The fuel selector valve was in the BOTH position. The gascolator contained a small amount of clean aviation fuel. Postaccident engine examination revealed no fuel in the flow divider. The three-blade propeller showed impact damage but no evidence of rotation at impact.
Medical and Toxicology
An autopsy listed the cause of death as blunt force injuries. Forensic toxicology detected fluoxetine (1.515 ug/ml in cavity blood) and its metabolite norfluoxetine, as well as quinine in urine and blood. No carbon monoxide, cyanide, or ethanol were found. Prescription bottles for fluoxetine, aripiprazole, tramadol, pregabalin, and simvastatin were recovered. The pilot's medical records indicated a history of depression and other conditions; his most recent FAA medical certificate reported only simvastatin use.
Engine and Systems Examination
Examination of the airframe and engine revealed no mechanical malfunctions or failures that would have precluded normal operation. The engine data monitor (EDM) showed fuel flow decreasing from about 14.7 gph to 13 gph at 2032, followed by a drop in exhaust gas temperature (EGT) and further reduction to near ambient within 30 seconds starting at 2036. Data ended about 91 minutes after recording began. The electronic flight bag yielded no accident-related data.