History of Flight
On July 7, 2023, about 0023 central daylight time, a Beech A36, registration N15RP, was destroyed in an accident near Rayville, Louisiana. The pilot and a passenger sustained fatal injuries. The flight operated under 14 Code of Federal Regulations Part 91 as a personal flight.
Radar data indicated that at about 2210, the airplane departed from Addison Airport (ADS) in Dallas, Texas, on a visual flight rules flight without air traffic control services, destined for John H Hooks Jr Memorial Airport (M79) in Rayville. The airplane flew past and southeast of M79, then made a right turn toward the airport. It subsequently turned left, flew southwest, then turned left again toward the east/southeast. When approximately south of M79, it turned north toward the airport.
The wreckage was located about 1 mile south of M79 and was destroyed by impact forces.
Meteorological Information
The accident site lay south and on the warmer side of a cold front, with low- and mid-level ridge pressure centered over the Gulf of America. Light and variable surface winds affected the region, which had experienced rain earlier in the evening.
A High-Resolution Rapid Refresh model sounding for the approximate accident site location at 0000 indicated a conditionally unstable environment from the surface through 200 ft above ground level (agl), then a stable environment from 200 ft agl through 4,000 ft. The top of a subsidence inversion was approximately 1,600 ft.
Geostationary Operational Environmental Satellite imagery showed that the cloud cover above the accident site comprised low- and very low-level water clouds, expanding in area coverage over time.
A surveillance camera located about 1 mile east of M79 with a westward view toward the airport recorded a light consistent with an airport rotating beacon and sky conditions. As the recording progressed, clouds or obscuration increased, and the periodic light's luminosity decreased.
Graphical Forecasts for Aviation (GFA) cloud forecasts valid for the accident site on July 6, 2023, at 2200 indicated scattered to overcast clouds with bases at 800 ft and tops at 16,000 ft, with layered clouds up to flight level 400. By 0100, the GFA forecast few to broken cloud coverage with bases at 700 ft and cirrus above.
The Monroe Regional Airport (MLU) Automated Surface Observing System (ASOS), 13 miles west of the accident site, recorded at 0116: wind calm, visibility 4 miles, mist, scattered clouds at 200 ft agl, temperature 23°C, dew point 22°C, and altimeter setting 29.98 in Hg.
The Morehouse Memorial Airport (BQP) Automated Weather Observing System (AWOS), 18 miles north-northwest of the accident site, recorded at 0035: wind calm, visibility 10 miles or greater, scattered clouds at 200 ft agl and 6,000 ft agl, temperature 23°C, dew point 22°C, and altimeter setting 30.01 in Hg.
No pilot reports existed within 2 hours before and after the accident time and within 100 miles of the accident site at altitudes below 18,000 ft.
Wreckage and Impact Information
The wreckage was located about 1 mile south of M79 and was destroyed by impact. The airplane's heading was approximately 268°. Ground scarring and damage were consistent with a nose-down, high-speed impact. Ground scarring began with two main landing gear wheel impressions separated by 7 ft, immediately forward of which were impressions of the wing leading edges. A 3-ft deep hole followed, preceding the aircraft tail by about 8 ft. The airframe was upright. The nose wheel strut and wheel were found in the hole. Wreckage debris extended about 50 ft forward of the nose, containing windscreen pieces and avionics.
All components were at the site. The main landing gear was extended, and the wing flaps were retracted. Flight control continuity was confirmed from the control surfaces to the cockpit. The left and right elevator trim tabs were relatively neutral to their elevators.
A postaccident engine examination revealed that the engine drivetrain and valvetrain components were in place and connected, displaying features consistent with normal operation. The top spark plugs showed normal features. Both magnetos, tested on a stand, produced electrical spark in proper sequence. The engine-driven fuel pump drive coupling was intact, unbroken, and rotated freely without anomaly.
The propeller was separated from the propeller flange, with overload separation features. The blades displayed S-shaped twisting and propeller tip curl consistent with engine power production.
Medical and Pathological Information
Forensic Autopsy and Consulting Services in North Little Rock, Arkansas, performed the pilot's autopsy. The cause of death was multiple blunt force injuries, and the manner of death was accident. The autopsy was severely limited for evaluating natural disease due to the extent of injuries and was documented as an external examination only. Within its limitations, no significant natural disease was identified.
Postmortem toxicological testing by the FAA Forensic Sciences Laboratory detected ethanol in liver tissue (0.057 g/hg), lung tissue (0.109 g/hg), kidney tissue (0.155 g/hg), and muscle tissue (0.164 g/hg). N-propanol was detected in lung and kidney tissue but not in liver or muscle. Isopropanol was detected in muscle tissue (0.012 g/hg) but not in liver, lung, or kidney.
Delta-9-tetrahydrocannabinol (delta-9-THC) was detected in lung tissue (0.9 ng/g) but not in liver. Carboxy-delta-9-THC was detected in liver tissue (3.7 ng/g) but not in lung. Phentermine was detected in liver tissue (352 ng/g) and muscle tissue (174 ng/g).
Ethanol is the intoxicating alcohol in beer, wine, and liquor; if consumed, it can impair judgment, psychomotor performance, cognition, and vigilance. FAA regulations prohibit piloting a civil aircraft with a blood ethanol level of 0.04 g/dL or greater. Ethanol may also be produced postmortem by microbes, especially after extensive traumatic injury.
N-propanol (1-propanol) can be produced by microbes after death, indicating potential postmortem microbial activity. Isopropanol (isopropyl alcohol), if ingested, has roughly twice the central nervous system depressant potency of ethanol, but is often detected from postmortem microbial production rather than ingestion.
Delta-9-THC is the primary psychoactive chemical in cannabis. Its metabolite, carboxy-delta-9-THC, is non-psychoactive. Cannabis may impair motor coordination, reaction time, decision making, problem solving, and vigilance. Marijuana is a federal Schedule I controlled substance, and the FAA considers its use by pilots unacceptable regardless of state laws.
Phentermine is a prescription weight loss medication and a federal Schedule IV controlled substance. It may cause adverse cardiovascular effects, insomnia, nervousness, dizziness, and uncommonly psychosis. The FAA considers phentermine a “do not issue/do not fly” medication and disqualifying for pilot medical certification.