History of Flight
On October 14, 2012, about 2127 central daylight time, a Cessna 172R airplane, N2126R, impacted a tree and terrain during a descent near Simpson, Louisiana. The pilot, the sole occupant, sustained fatal injuries, and the airplane sustained substantial damage. The airplane was registered to and operated by Flightline Leasing Inc. as a rental under 14 CFR Part 91 for a personal flight. Night visual flight rules (VFR) conditions prevailed, and no VFR flight plan was filed. The flight departed Pineville Municipal Airport (2L0) near Pineville, Louisiana about 2059, destined for Orange County Airport (ORG) near Orange, Texas.
When the pilot did not arrive at ORG, the operator contacted the air traffic control tower at Fort Polk, Louisiana, inquiring about radar coverage. Radar returns with a VFR code showed the airplane departing 2L0 at 2059 and ceasing about 2127 near Simpson, Louisiana. Army helicopters searched the last radar location, and the wreckage was found on October 15, 2012, about 1530.
Personnel Information
The 44-year-old pilot held a Federal Aviation Administration (FAA) private pilot certificate with an airplane single-engine land rating. He held a third-class medical certificate dated May 11, 1998, with no limitations. On that application, he reported 150 total flight hours and 20 hours in the previous six months. A flight instructor's log indicated 7.3 hours of helicopter instruction. The pilot's logbook recorded 188.4 total hours, including 7.7 multi-engine, 18.6 night, and 3.8 simulated instrument hours.
Aircraft Information
N2126R was a 2003 Cessna 172R (serial number 17281176), a high-wing, all-metal, single-engine, four-place monoplane with fixed tricycle landing gear. It was powered by a fuel-injected Lycoming IO-360-L2A engine (serial L-29533-51A), producing 160 hp at 2,400 rpm and 180 hp at 2,700 rpm. The last annual inspection was completed on September 20, 2012, at 5,502.3 total hours; about 20.7 hours had accumulated since. Fuel tanks were topped off before departure.
Meteorological Information
Recorded weather at Alexandria International Airport (AEX) at 2153: wind 170° at 6 knots, visibility 1 3/4 statute miles, light rain, mist, few clouds at 2,800 feet, broken at 3,600 feet, overcast at 6,000 feet, temperature 23°C, dew point 22°C, altimeter 30.00 inHg, with distant lightning southwest. At 2109: wind calm, visibility 10 miles, broken at 4,600 feet, overcast at 6,000 feet, temperature 23°C, dew point 22°C, altimeter 29.98 inHg, distant lightning east. At Polk Army Airfield (POE) at 2155: wind calm, thunderstorms, few clouds at 4,200 feet, scattered at 5,500 and 7,500 feet, temperature 22°C, dew point 21°C, altimeter 30.01 inHg, rain ended 2117. At 2055: wind 310° at 6 knots, visibility 6 miles, thunderstorms, rain, mist, scattered at 3,400 feet, broken at 4,900 feet, overcast at 8,000 feet, temperature 23°C, dew point 22°C, altimeter 30.01 inHg.
Wreckage and Impact Information
The airplane struck a tree about 50 feet tall in a field near Louisiana Highway 8 and Hood Camp Road. A debris path extended about 370 feet on a heading of about 055°. The right wing tip came to rest 66 feet from the tree, the propeller separated and was found in a crater 111 feet from the tree with chordwise abrasions. Ground scars indicated a right-wing-low, nose-low attitude. The engine separated and came to rest 210 feet from the tree; the fuselage and empennage came to rest 230 feet from the tree. All major components were accounted for.
All flight control cables exhibited broomstrawed separations consistent with overload. The flap selector and indicator were at zero degrees, and the flap jackscrew confirmed a zero-degree setting. The elevator trim actuator indicated a 25-degree tab-up setting. The fuel selector was in the both position, with no obstructions. The throttle and mixture were forward, and the magneto switch was on both. The vacuum pump and attitude indicator were crushed; the turn-and-bank indicator gyro showed rotational scoring. The Hobbs meter was missing. The baggage door remained partially attached; both cabin doors were deformed and separated.
The engine sump, accessories, and No. 1 cylinder head were separated from impact. Fuel smelling of aviation gasoline was found in the fuel servo. The crankshaft could be rotated only about a degree due to impact damage. Valve train continuity for cylinders 2, 3, and 4 was confirmed; the No. 1 cylinder was separated. No pre-impact anomalies were detected.
Medical and Pathological Information
An autopsy performed October 16, 2012, listed the cause of death as blunt force deceleration injuries. The FAA Forensic Toxicology report detected ethanol in muscle and liver, but noted that postmortem production due to putrefaction is possible. N-Butanol and N-Propanol were also detected, attributed to putrefaction. Additionally, dihydrocodeine, hydrocodone, oxycodone, and zolpidem were found in various tissues. The FAA WebDrugs database describes dihydrocodeine and hydrocodone as semisynthetic narcotic analgesics, oxycodone as a synthetic opiate, and zolpidem (Ambien) as a sleep aid.
The pilot's medical records from 2003 onward indicated a history of hypertension, insomnia, and ankylosing spondylitis, treated with medications, two of which carried warnings about impaired ability for hazardous tasks. His last physician visit on September 14, 2012, reported a flare of ankylosing spondylitis symptoms; he was treated with a steroid taper. On September 24, 2012, he requested a refill of his narcotic pain medication.
Tests and Research
Radar data from the POE tower showed the airplane departed 2L0 and entered Class D airspace around AEX, climbing for about 15 minutes to about 3,500 feet. It then flew southwest at about 2,300 feet at 120 knots. About 2126, it was on a westerly heading at 2,100 feet and 120 knots. The airplane then descended to 1,800 feet and increased speed to 130 knots. The next data point showed a right turn, descending to 1,400 feet and 140 knots. The last radar return showed the aircraft at 800 feet and 150 knots on a northeast heading. This descending turn was observed between two areas of precipitation returns.