History of Flight
On June 26, 2023, about 0805 central daylight time, a Cessna 177 airplane, N3138T, was substantially damaged during an accident near Hot Springs, Arkansas. The pilot was fatally injured and the passenger sustained serious injuries. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal cross-country flight.
According to the passenger, the pilot had recently purchased the airplane and they were flying it to their home base near Elizabethtown, Kentucky. The cross-country flight began from Las Cruces International Airport (LRU), Las Cruces, New Mexico, after a new interior was installed.
On June 25, 2023, about 1435, the cross-country flight departed LRU with the intended destination of Avenger Field Airport (SWW), Sweetwater, Texas. The flight landed at SWW about 1753 after being airborne for at least 3.3 hours. The passenger stated that despite the airplane being flown with the fuel selector set to both, the right fuel gauge indicated “empty” and the left fuel gauge indicated about “3/4” tank remaining after the flight from LRU to SWW.
The passenger reported that the pilot refueled the airplane while at SWW. According to a fueling receipt, 25.8 gallons of 100 low-lead fuel were dispensed using the self-serve fuel pump at SWW. The passenger recalled that the airplane’s fuel tanks were completely full before the airplane departed SWW.
According to flight track data, about 1849 the airplane departed SWW enroute to Memorial Field Airport (HOT), Hot Springs, Arkansas, as the intended destination. However, due to adverse weather that developed near HOT while enroute, the pilot diverted to J Lynn Helms Sevier County Airport (DEQ), De Queen, Arkansas. During cruise flight, when the pilot attempted to lean the mixture, the engine would begin “stumbling” when the mixture control was pulled 1.5 to 2 inches aft of full rich. Additionally, the passenger reported hearing a “metal grinding” noise when the pilot activated the carburetor heat while on approach to DEQ. The pilot decided to go around and made an uneventful landing on the second approach. The flight landed at DEQ about 2143 after being airborne at least 2.9 hours. After landing at DEQ, the right fuel gauge indicated “empty” and the left fuel gauge indicated “1/4” tank remaining. The pilot and passenger overnighted in De Queen.
According to the airport manager at DEQ, about 0714 on the morning of the accident, the pilot attempted to refuel using the airport’s self-serve fuel pump; however, despite the pilot’s credit card being processed, no fuel was dispensed and the transaction was subsequently voided. The airport manager stated that the self-serve fuel pump operated normally and there was fuel available when he tested it after the accident.
The passenger stated that because the self-serve fuel pump did not dispense fuel, the pilot concluded that there was no fuel available. The pilot subsequently decided that the airplane had enough fuel for the flight from DEQ to HOT. The exact amount of fuel remaining was not communicated to the passenger. Before departure, the right fuel gauge still indicated “empty” and the left fuel gauge indicated “1/4” tank remaining.
At 0724:36 the flight was on initial climb from runway 8 at DEQ. The airplane climbed to a final cruise altitude between 6,000 and 6,500 ft msl. At 0759:59 the pilot transmitted on the HOT common traffic advisory frequency that the airplane was about 10 miles from the airport and that he intended to make a full-stop landing on runway 23.
At 0802:15 the pilot transmitted that the airplane was “low on fuel” and that he intended to land on runway 5. At that time, the airplane was about 3,700 ft msl and 5.3 statute miles west-southwest of the runway 5 threshold.
At 0804:35 the pilot transmitted, “… engine out, coming in runway five, engine out.” At that time, the airplane was about 1,100 ft msl, or about 600 ft above the runway 5 threshold elevation, and 1.8 sm west-southwest of the runway. Airplane performance calculations using ADS-B data indicated that the airplane’s calibrated airspeed was about 63 mph at the time of the transmission.
According to the passenger, the pilot was unable to restore engine power by ensuring the primer was properly stowed and locked, the ignition/start switch was selected to both magnetos, the carburetor heat was on, the throttle was full forward, the mixture control was full forward, and the fuel selector was on both. The passenger stated that the pilot pitched the airplane for best glide speed, and she assisted by moving the pitch trim to a “full nose up” position.
At 0805:27, the final recorded ADS-B track point was about 600 ft msl (200 ft agl) and 0.8 sm from the runway 5 threshold. The airplane was about 0.16 sm west-southwest of the point-of-impact with the lake. Airplane performance calculations indicated that the airplane was at a calibrated airspeed of about 61 mph, descending about 450 fpm, and was nearly wings level.
The passenger stated that she lost sight of the airport as the airplane descended over the lake. According to the passenger, the pilot intended to land on the lake to avoid trees and houses. However, while above the lake, the airplane “stalled” as it descended through tree top height. The aerodynamic stall resulted in the airplane nose dropping almost straight down.
The passenger stated that the airplane immediately started to sink after it impacted the lake. She remained conscious but unable to see anything in the murky green water. Believing she would drown, she unfastened her seat belt and swam to the surface. The pilot did not emerge from the submerged airplane. After the accident, the passenger told at least one individual that the airplane ran out of fuel while on approach to the airport.
Personnel Information
A review of the pilot’s flight logbook established that he began his flight training on September 3, 2011, and received his private pilot certificate on November 2, 2012, with 74.1 hours total flight experience. The final logbook entry was dated June 18, 2023, at which time he had 147.4 hours total flight experience. The entirety of his logged flight experience was flown in Cessna 172 airplanes. The pilot’s last regulatory flight review was completed on October 7, 2022.
Based on available flight track data, the pilot flew three additional flights after his final logbook entry, all in the accident airplane. On June 25, 2023, he flew a 3.3-hour flight from LRU to SWW and a 2.9-hour flight from SWW to DEQ. On the day of the accident, he flew the 0.7-hour flight from DEQ to HOT. The combined 6.9 hours was his only flight experience in a Cessna 177 airplane.
When the pilot’s logged flight time was combined with the three additional flights, he had 154.3 hours total flight experience, of which 142.3 hours were flown as pilot-in-command. He had flown 11.6 hours in the previous year, 9.6 hours in the previous 6 months, 8.4 hours during the past 90 days, and 7.4 hours during the 30 days before the accident.
According to FAA medical records, the 49-year-old pilot’s last aviation medical examination was completed on March 8, 2012. At that time, he reported hypertension and a prescription for lisinopril. He was issued a third-class medical certificate without limitation, which was not valid after March 31, 2017. The pilot subsequently completed the BasicMed Comprehensive Medical Examination Checklist on August 16, 2022, and the BasicMed online course on October 12, 2022.
Aircraft Information
A review of maintenance documentation established that the airframe, engine, and propeller had accumulated 2,610.9 hours since new. The engine had accumulated 1,103.5 hours since the last top overhaul. The airplane had accumulated 171.4 hours since the last annual inspection completed on August 31, 2022.
According to the Cessna 177 Owner’s Manual, the airplane was equipped with a 49-gallon capacity (48 gallons usable) fuel system, consisting of two 24.5-gallon wing fuel tanks (24 gallons usable each). The fuel selector valve positions included left, right, both, and off.
The airplane’s expected fuel consumption rate was 8 to 8.5 gph if the engine was operated at 75% brake horsepower and properly leaned for cruise flight, yielding a fuel endurance of 5.7 to 6 hours. Alternatively, if the engine was operated at less than 75% brake horsepower and leaned for cruise flight, the expected fuel consumption rate was 6 to 8 gph and the fuel endurance was 6 to 8 hours.
The airplane had a glide ratio of about 10:1 when flown at the best glide speed of 80 mph, with the flaps retracted, a windmilling propeller, and zero wind. The engine-off, wings-level, aerodynamic stall speed at maximum gross weight with fully extended flaps was 53 mph, and 64 mph with flaps fully retracted.
Wreckage and Impact Information
The airplane sustained substantial damage when it impacted lake water in a near-vertical, nose-down pitch attitude. The airplane sank and was found inverted in 7 to 13 ft of water. The accident site was about 0.66 sm west-southwest of the runway 5 threshold at HOT. Wreckage recovery personnel floated the airplane to the surface and towed it to a public boat launch where it was recovered to shore.
Both wings remained attached to their respective fuselage attachment points, with leading edges crushed aft. The cockpit windshield and back window were separated. The left cabin door separated and was not observed. The engine cowling separated and was not observed. All flight control surfaces remained attached; control cable continuity was confirmed. The flap actuator jackscrew was found fully extended, consistent with flaps fully extended at impact. The stabilator trim actuator extension measured about 1.5 inches, corresponding with about 10° tab trailing edge down (nose-up trim), though impact damage could have altered the position.
The wing fuel tanks did not contain any fuel after salvage. Fluid samples recovered from various points in the fuel system were consistent with mostly lake water but also exhibited an odor consistent with 100 low lead aviation fuel; the water and fuel did not separate after more than 3 hours. The fuel selector valve was positioned to both tanks and functioned as designed. The firewall-mounted fuel shutoff valve was found partially open; its control cable was bent upward consistent with impact. The fuel lines and vent lines were free of obstructions. The vented fuel caps were in good condition. The electric auxiliary fuel pump contained water and was not tested; its cockpit switch was off. Fuel quantity transmitters’ resistance values were tested; no electrical shorts were observed.
The engine remained attached but displaced aft and down. Internal engine continuity was confirmed, and cylinder compression was verified. Borescope examination revealed no anomalies. Sediment was found in one exhaust riser, but no exhaust obstructions. Intake tubes exhibited significant fuel staining. The carburetor remained attached; throttle plate was mostly closed with fuel staining on the engine side. The carburetor fuel inlet screen contained organic debris. The carburetor heat control cable was found pulled aft about 2 inches and bent down; the carburetor heat ducting and valve were not recovered. The left magneto produced spark; the right magneto was impact separated but also produced spark. The engine-driven fuel pump functioned normally when tested. The vacuum pump pumped water; its shear shaft was not damaged. The oil suction screen was not obstructed. The air filter appeared deteriorated and dirty; the airbox sealing gasket was deteriorated.
The propeller remained attached; blades exhibited slight twist and light chordwise scratches.
Medical and Pathological Information
The Arkansas State Medical Examiner’s Office performed the pilot’s autopsy. According to the autopsy report, the cause of death was drowning associated with multiple blunt force injuries, and the manner of death was accident.
FAA toxicology testing detected delta-8-tetrahydrocannabinol (delta-8-THC) in peripheral blood at 6.4 ng/mL and in urine at 5.9 ng/mL. Carboxy-delta-8-THC was detected in peripheral blood at 142.7 ng/mL and in urine at 1,278.5 ng/mL. 11-hydroxy-THC was detected in peripheral blood and urine. Diphenhydramine was detected in peripheral blood at 104 ng/mL and in urine at 1,588 ng/mL. Fluoxetine was detected in peripheral blood at 1,044 ng/mL and in urine at 827 ng/mL. Norfluoxetine was detected in peripheral blood at 1,243 ng/mL and in urine at 970 ng/mL. Metoprolol and atorvastatin were detected in peripheral blood and urine. Lisinopril was detected in urine and not in peripheral blood. Carboxyhemoglobin and ethanol were not detected.
Delta-8-THC is a psychoactive cannabinoid chemical similar to delta-9-THC but typically manufactured from CBD. It is available in over-the-counter products and can impair motor coordination, reaction time, decision making, problem solving, and vigilance. Carboxy-delta-8-THC is a non-psychoactive metabolite. 11-hydroxy THC is a psychoactive metabolite of both delta-8-THC and delta-9-THC (the FAA Forensic Sciences Laboratory does not distinguish between 11-hydroxy-delta-8-THC and 11-hydroxy-delta-9-THC).
Diphenhydramine is a sedating antihistamine that may cause cognitive and psychomotor slowing and drowsiness; its therapeutic range is about 25 ng/mL to 100 ng/mL. The FAA recommends a 60-hour waiting period from the last dose to piloting.
Fluoxetine is a prescription SSRI antidepressant; the FAA conditionally approves it for medical certification by Special Issuance if the pilot is otherwise qualified.
Probable Cause
N/A