History of Flight
On September 1, 2020, at about 2007 central daylight time, a Piper PA-28-235 airplane, registration N8957W, was substantially damaged when it impacted Leech Lake near Walker, Minnesota. The pilot was fatally injured. The flight was conducted under Title 14 Code of Federal Regulations Part 91 as a personal flight.
Automatic dependent surveillance–broadcast (ADS-B) data showed that the pilot departed Natchez-Adams County Airport (HEZ), Natchez, Mississippi, about 0912 and landed at Kirksville Regional Airport (IRK), Kirksville, Missouri, about 1303.
A representative from the IRK fixed base operator (FBO) reported that the pilot landed without announcing intentions on the common traffic advisory frequency. The pilot requested the airplane be topped off with fuel. During fueling, the pilot remained in the airplane, staring straight ahead. Later, the pilot exited 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 bound for Bemidji Regional Airport (BJI), Bemidji, Minnesota. After takeoff, he climbed to about 13,000 ft mean sea level (msl) before descending to 12,000 ft msl. About 1629, he descended to 8,000 ft msl and then to 6,000 ft msl. About seven minutes after leveling at 6,000 ft msl, the airplane altitude began varying between 5,225 ft msl and 6,375 ft msl.
Minneapolis Air Route Traffic Control Center controllers became concerned the pilot might be suffering from hypoxia due to altitude, course deviations, and slow communication responses. They diverted the flight to St. Cloud Regional Airport (STC), St. Cloud, Minnesota, and declared an emergency on the pilot's behalf. Upon landing at STC about 1734, emergency medical personnel met the pilot, but he refused treatment. He departed STC about 1832 under visual flight rules without air traffic services. The STC FBO reported the airplane was not fueled before departure.
ADS-B data showed the airplane proceeding north toward BJI, then abruptly turning eastbound. It overflew Leech Lake and continued about 15 miles southeast, then reversed course and proceeded northwest toward Leech Lake, which was also toward BJI.
About 2003, the airplane began a descent from 7,000 ft as it crossed the eastern shore of Leech Lake. The final ADS-B data point was at 2007:39 with an altitude of 2,575 ft. The airplane impacted the lake about 0.55 mile southwest of that point. Lake elevation was about 1,290 ft, with water depth about 12 ft at the accident site.
Personnel Information
The pilot's logbook was not available to the National Transportation Safety Board (NTSB) during the investigation.
Aircraft Information
The airplane was topped off with 76.1 gallons of 100LL aviation fuel at IRK. No fueling or services were requested at STC. The fuel capacity totaled 84 gallons, distributed between two 25-gallon main tanks and two 17-gallon wingtip tanks. The owner's manual noted a fuel consumption rate of 14.0 gph at 75% engine power, but no data were available on actual fuel consumption or mixture leaning during the accident flight.
Maintenance records were not available, though a copy of the most recent annual inspection logbook endorsement was provided.
Meteorological Information
The leading edge of a line of thunderstorms was located immediately north of the accident site at the time of the accident. Visual conditions prevailed outside the storms, with light rain, wind gusts, and lightning in the vicinity. Advisories for thunderstorms, moderate turbulence, and low-level wind shear were in effect.
There was no record of the pilot obtaining an official weather briefing. However, he accessed a radar composite map and regional radar animation prior to departing IRK about 5.5 hours before the accident, when the thunderstorm line and advisories had not yet developed.
Wreckage and Impact Information
Post-recovery airframe and engine examinations did not reveal any anomalies consistent with a preimpact failure or malfunction.
Medical and Pathological Information
The pilot's brother and friend noted that in the weeks before the accident, the pilot was slow to respond during conversations, slept excessively, and had significant difficulty focusing—unusual for his normally meticulous and detail-oriented nature.
An autopsy identified a 3 cm × 3 cm × 3 cm mass in the pilot's brain, appearing to be a glioblastoma multiforme—an aggressive, fast-growing cancerous brain tumor. The tumor had localized 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 cause of death was recorded as probable drowning. Postmortem toxicology detected the pilot's blood pressure medication metoprolol, which is generally not considered impairing.