History of Flight
On January 28, 2023, at 1902 central standard time, a Cessna 172 airplane, registration N6482B, was destroyed in an accident near Hooker, Oklahoma. The pilot sustained fatal injuries. The flight was operated as a personal flight under Title 14 Code of Federal Regulations Part 91.
ADS-B data from the Federal Aviation Administration showed that the airplane departed Liberal Mid-America Regional Airport (LBL) in Liberal, Kansas, at 0916 and proceeded to Meadow Lake Airport (FLY) near Colorado Springs, Colorado, landing at 1150. The airplane departed FLY at 1705 and flew southeasterly for about 1 hour and 53 minutes. Altitude varied during the en route phase. At 1859, from about 4,500 ft mean sea level (msl), the airplane began a left turn with decreasing radius, completing two full turns while descending to about 3,300 ft msl. After exiting the turns, it proceeded on a course of about 150° for about half a mile before data ended; a slight right turn began just before data loss. The accident site was about 200 ft west of the last recorded position and 16 nautical miles west-southwest of LBL.
Personnel Information
The pilot did not hold an instrument rating. His logbook indicated that his most recent night and simulated instrument flight experience occurred about 10 years before the accident. His most recent third-class medical certificate was issued on November 9, 2022, with no limitations. On that application, he reported 120 total flight hours, with 8 hours in the preceding 6 months.
Aircraft Information
Maintenance records were not available. Documentation from the maintenance facility at LBL confirmed that the airplane's most recent annual inspection was completed on August 30, 2022.
Meteorological Information
Weather at LBL at departure to FLY included wind from 310° at 5 knots, visibility 10 statute miles or greater, clear skies, temperature -1°C, dew point -5°C, altimeter 29.86 inHg. At arrival at FLY, conditions included wind from 060° at 7 knots, visibility 10 miles or greater, scattered clouds at 11,200 ft agl, temperature 0°C, dew point -7°C, altimeter 29.82 inHg. Near departure time on the accident flight, FLY reported wind from 030° at 9 knots, visibility 10 miles or greater, scattered clouds at 2,100 ft agl, broken ceiling at 2,900 ft and 4,600 ft, temperature -4°C, dew point -7°C, altimeter 29.79 inHg. At 1856, LBL reported wind from 040° at 19 knots gusting to 22 knots, visibility 10 miles or greater, overcast ceiling at 500 ft agl, temperature -2°C, dew point -3°C, altimeter 29.93 inHg. At 1855, Hugoton Municipal Airport (HQG), about 11 miles north-northwest of the accident, reported wind from 040° at 14 knots gusting to 19 knots, visibility 10 miles or greater, overcast ceiling at 500 ft agl, temperature -2°C, dew point -3°C, altimeter 29.93 inHg.
A terminal aerodrome forecast (TAF) for LBL issued at 1731 forecast for the accident time wind from 030° at 15 knots gusting to 24 knots, visibility 5 statute miles, mist, and broken ceiling at 800 ft agl. A High Resolution Rapid Refresh (HRRR) model sounding near the accident site at 1900 indicated an overcast cloud layer from about 3,700 ft to 4,900 ft, freezing levels at about 6,100 ft and 5,500 ft, icing below about 5,000 ft, and potential turbulence between 10,200 ft and 4,400 ft with extreme turbulence around 5,000 ft. An AIRMET Zulu advisory for moderate icing between the surface and 19,000 ft msl was active at the accident time, issued at 1500. There was no record of the pilot obtaining a weather briefing before departure. Sunset occurred at 1806, with civil twilight ending at 1833.
Wreckage and Impact Information
The airplane came to rest in a field with rolling terrain. All main components were accounted for in the immediate area. The forward fuselage was nearly vertical, and the aft fuselage was bent downward. Wings remained partially attached and exhibited leading-edge crushing consistent with a near-vertical impact. The empennage was attached and mostly intact. The engine was in position relative to the airframe, and the propeller remained secured. Examination of the airframe and flight controls revealed no preimpact anomalies. Engine examination after recovery found no anomalies that would have precluded normal operation.
Medical and Pathological Information
Toxicology testing by the FAA Forensic Sciences Laboratory detected tramadol in cavity blood at 1025 ng/mL and in liver tissue at 6248 ng/g. O-desmethyltramadol was detected in cavity blood at 136 ng/mL and in liver tissue at 787 ng/g. N-desmethyltramadol testing was inconclusive in cavity blood but detected in liver tissue at 414 ng/g. Tramadol is a synthetic opioid used for pain; it may impair abilities required to operate machinery. The FAA lists tramadol as a “do not fly” medication.