Saturday, August 18, 2018

Loss of Engine Power (Total): Cessna 172L Skyhawk, N2893Q; fatal accident occurred August 16, 2018 near Rhome Meadows Airport (T76), Wise County, Texas

Curtis Scott Moore
December 11th, 1954 – August 16th, 2018
~

The National Transportation Safety Board traveled to the scene of this accident.

Additional Participating Entities:

Federal Aviation Administration / Flight Standards District Office; Irving, Texas
Lycoming Engines; Texas
Textron Aviation; Wichita, Kansas

Aviation Accident Final Report - National Transportation Safety Board: https://app.ntsb.gov/pdf


Investigation Docket  - National Transportation Safety Board:  https://dms.ntsb.gov/pubdms

Aviation Accident Data Summary - National Transportation Safety Board: https://app.ntsb.gov/pdf


http://registry.faa.gov/N2893Q


Location: Rhome, TX
Accident Number: CEN18FA336
Date & Time: 08/16/2018, 1935 CDT
Registration: N2893Q
Aircraft: Cessna 172
Aircraft Damage: Substantial
Defining Event: Loss of engine power (total)
Injuries: 1 Fatal, 3 Serious
Flight Conducted Under: Part 91: General Aviation - Personal 

Analysis 

The commercial pilot was taking family members for rides in his airplane; the accident flight was the third flight of the evening. After the second flight, the pilot landed and taxied the airplane back to his property, where three family members boarded the airplane while the engine continued to run. The pilot taxied back to the runway and departed. A pilot-rated witness stated that the takeoff roll was longer than expected, and, once airborne, the airplane pitched "very high" nose-up to about 50 ft above ground level (agl), then the nose came back down. The airplane appeared to accelerate down the runway until it climbed to about 300 ft agl, then made a left turn and descended out of view. The airplane impacted several trees and continued into a field, where it came to rest inverted. Damage to the propeller was consistent with a lack of engine power at the time of impact.

Examination of the airplane revealed evidence of a longstanding pattern of inadequate maintenance, including a rodent's nest in the leading edge of the left wing, a large mud dauber nest on the oil cooler, and cobwebs in the engine compartment. An automotive hydraulic hose was used in place of the main fuel line from the gascolator to the carburetor. The gascolator fuel strainer contained 3 large pieces of organic debris similar to insect cocoons, which were the same size as the hydraulic hose and associated fuel fitting. It is likely that the fuel line was removed for an extended period of time and eventually replaced with the automotive hydraulic hose, during which time the fuel system was exposed, which allowed insects to nest inside; because there were no maintenance records associated with the airplane, it could not be determined when the hose was replaced. During the accident flight, it is likely that the organic material became dislodged and restricted fuel to the carburetor, which subsequently starved the engine of available fuel and resulted in a total loss of engine power.

The autopsy of the pilot revealed evidence of hypertension and coronary artery disease; however, it is unlikely that these conditions contributed to the accident. Toxicological testing indicated that the pilot had been using alcohol before the accident and had levels considered impairing; it is likely that alcohol impaired the pilot's decision making and his ability to operate the airplane. Toxicological testing also revealed evidence that the pilot had used marijuana before the accident; however, it could not be determined if the concentrations would have been impairing or would have affected his performance.

Probable Cause and Findings

The National Transportation Safety Board determines the probable cause(s) of this accident to be:
The pilot's inadequate maintenance of the airplane, which resulted in a total loss of engine power due to fuel starvation when organic debris restricted available fuel to the carburetor, and the pilot's impairment due to the ingestion of alcohol, which affected his ability to safely operate the airplane following the loss of engine power. 

Findings

Aircraft
Fuel distribution - Not serviced/maintained (Cause)
Fuel distribution - Damaged/degraded (Cause)
Hoses and tubes - Inadequate inspection
Hoses and tubes - Incorrect service/maintenance
Hoses and tubes - Incorrect use/operation
Fuel filter-strainer - Not serviced/maintained

Personnel issues
Maintenance - Pilot (Cause)
Decision making/judgment - Pilot (Cause)
Alcohol - Pilot (Cause)

Factual Information

History of Flight

Prior to flight
Preflight or dispatch event
Aircraft inspection event

Initial climb
Fuel starvation
Loss of engine power (total) (Defining event)

Emergency descent
Off-field or emergency landing

On August 16, 2018, about 1935 central daylight time, a Cessna 172L airplane, N2893Q, impacted trees and terrain shortly after departure from Rhome Meadows Airport (T76), Rhome, Texas. The commercial pilot was fatally injured and the three passengers sustained serious injuries. The airplane sustained substantial damage. The airplane was registered to and operated by the pilot as a Title 14 Code of Federal Regulations (CFR) Part 91 personal flight. Visual meteorological conditions prevailed at the time of the accident and no flight plan had been filed. The local flight was departing T76 at the time of the accident.

A family member stated that the pilot retrieved the airplane from under the open-air shelter for "family fun night" and was giving rides to several family members. The family members stated that the pilot had flown the airplane about one week before the accident, then again two times immediately preceding the accident flight. The two preceding flights lasted about 20 minutes and 10 minutes respectively and the family members reported no anomalies with the airplane. They also stated that during the accident flight the airplane departed from the grass runway and did not gain much altitude before it banked hard to the left and then descended behind a tree line. Figure 1 represents a satellite map view of T76 and the accident location.

Figure 1. Overhead map view of airport and accident area

A pilot-rated witness reported that he saw the airplane depart T76 and then land soon after. The airplane taxied back and three passengers boarded with the engine still running. He stated that the airplane taxied back to the runway and started the takeoff roll, during which the engine did not sound like it was developing full power. The takeoff roll was longer than he expected, and once the airplane was airborne, the nose pitched up "very high" to about 50 ft above ground level (agl), then the nose came back down. The airplane flew low over the runway and appeared to accelerate until it pitched up and climbed to about 300 ft agl. The airplane then made a left turn and descended out of view.


Curtis Scott Moore

Pilot Information

Certificate: Commercial
Age: 63, Male
Airplane Rating(s): Multi-engine Land; Single-engine Land
Seat Occupied: Right
Other Aircraft Rating(s): None
Restraint Used: Lap Only
Instrument Rating(s): Airplane
Second Pilot Present: No
Instructor Rating(s): None
Toxicology Performed: Yes
Medical Certification: Class 2 With Waivers/Limitations
Last FAA Medical Exam: 10/13/2017
Occupational Pilot: Yes
Last Flight Review or Equivalent:
Flight Time:  (Estimated) 8000 hours (Total, all aircraft) 

On his most recent second-class medical certificate application, dated October 13, 2017, the pilot reported 8,000 total hours of flight experience and 125 hours in the preceding 6 months. The pilot's wife stated that he did not log his recent flight time and had not recorded flights in his pilot logbook since the 1990s.

During the flight, the pilot was seated in the front right seat with a minor in the front left seat; an adult and minor were seated on the rear bench seat. 



Aircraft and Owner/Operator Information

Aircraft Make: Cessna
Registration: N2893Q
Model/Series: 172 L
Aircraft Category: Airplane
Year of Manufacture: 1971
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: 17259893
Landing Gear Type: Tricycle
Seats: 4
Date/Type of Last Inspection:  Unknown
Certified Max Gross Wt.: 2299 lbs
Time Since Last Inspection:
Engines: 1 Reciprocating
Airframe Total Time:
Engine Manufacturer: Lycoming
ELT: C91A installed, not activated
Engine Model/Series: O-320-E2D
Registered Owner: On file
Rated Power: 150 hp
Operator: On file
Operating Certificate(s) Held: None 

The pilot's wife stated that the airplane's maintenance logbooks were never received from the previous owner after the airplane was purchased in 2013. There was no documentation of maintenance performed since that time and no evidence that the airplane had received an annual inspection. A representative for the previous owner could not find the logbooks.

Family members stated that fuel cans, which were filled at another airport, were typically used to refill the airplane; those fuel cans were used to fuel the airplane on the night of the accident. The fuel cans were filled at an unknown time the week before the accident. 

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Dusk
Observation Facility, Elevation: KLUD, 1047 ft msl
Distance from Accident Site: 8 Nautical Miles
Observation Time: 1735 CDT
Direction from Accident Site: 324°
Lowest Cloud Condition: Clear
Visibility:  10 Miles
Lowest Ceiling: None
Visibility (RVR):
Wind Speed/Gusts: 3 knots /
Turbulence Type Forecast/Actual:
Wind Direction: 150°
Turbulence Severity Forecast/Actual:
Altimeter Setting: 29.97 inches Hg
Temperature/Dew Point: 34°C / 19°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Rhome, TX (T76)
Type of Flight Plan Filed: None
Destination: Rhome, TX (T76)
Type of Clearance: None
Departure Time: 1935 CDT
Type of Airspace: Class E 

Airport Information

Airport: Rhome Meadows (T76)
Runway Surface Type: Grass/turf
Airport Elevation: 900 ft
Runway Surface Condition: Dry
Runway Used: 13
IFR Approach: None
Runway Length/Width: 3700 ft / 60 ft
VFR Approach/Landing: None 

Wreckage and Impact Information

Crew Injuries: 1 Fatal
Aircraft Damage: Substantial
Passenger Injuries: 3 Serious
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 1 Fatal, 3 Serious
Latitude, Longitude: 33.148056, -97.490000

The airplane came to rest inverted on a southeast heading about 350 yards north of the departure end of runway 13 (see figure 2).

Figure 2. Airplane inverted in a field

A postaccident examination of the accident site and wreckage revealed that the left wing leading edge was crushed aft and sustained impact damage, including evidence of tree strikes; the wing was partially separated from the fuselage and distorted aft. The right wing leading edge was crushed aft. All flight control cables were traced from their respective control surfaces to the cockpit controls with no separations or anomalies noted. The elevator trim tab was slightly nose-down but near neutral. The flaps were retracted. The right control yoke was separated at the control column, consistent with impact damage. The left control yoke was damaged consistent with impact.

There were no shoulder harnesses installed. The adult passenger reported that all occupants wore lap belts during the flight, and all four lap belts appeared to exhibit stretching in the webbing, indicative of the belts being worn during impact. The right rear lap belt was found separated from the eyelet at the floorboard. The left front seat was improperly safety-wired.

The fuel selector handle and valve were found in the OFF position; first responders reported that they moved the handle to OFF after the accident. A small amount of fuel was found in the firewall fuel strainer. The fuel was tested for water using water-detecting paste; the test was negative. The left and right wing fuel tanks were impact damaged, but about 2 gallons of fuel were drained from the tanks during the recovery process.

Two empty beer cans were found in the front left floorboard area near the rudder pedals. A rodent's nest was found inside the left wing near an area that had been impact damaged. A significant amount of cobwebs were observed in the engine compartment. The airbox was clear of obstructions. A large mud dauber nest was found on the fins of the oil cooler. The ELT was found in place with battery acid residue on the outside of the case. An automotive battery was installed in the airplane.

The tip of the propeller spinner was bent but the rest of the spinner was mostly undamaged. The 2 propeller blades were straight and undamaged with no chordwise scratches or leading edge damage.

The gascolator fuel strainer was disassembled and organic debris similar to insect cocoons was found inside the strainer screen (see figure 3). The strainer bowl was mostly full of blue-colored fuel consistent with 100LL aviation gasoline.

Figure 3. Fuel fitting with organic contaminants

The main fuel line from the gascolator to the carburetor was a hydraulic hose manufactured in July 2013 and featured a Department of Transportation marking consistent with an automotive hydraulic hose.

Engine crankshaft and camshaft continuity was confirmed by manually rotating the propeller. Thumb suction and compression was obtained for each cylinder. Normal rocker and valve movement was observed and all accessory gears rotated at the back of the engine. The exhaust system sustained damage to the heat exchanger, which was breached as a result of the accident. All of the flame cones were deteriorated and missing.

The carburetor was removed and disassembled; the float chamber contained about 5 mL of fuel. The fuel was tested for water using water-detecting paste; the test was negative. Both magnetos were secure on their respective mounts. The ignition timing was verified at 25° before top dead center on the left magneto. The left magneto was actuated by rotating the propeller by hand, it produced spark at all outlet points. The right magneto was secure on its mount. The ignition timing was verified about 30° before top dead center. The right magneto was removed from its mount and rotated using an electric drill, it produced spark at all outlet points. The top spark plugs were removed and exhibited a color consistent with normal combustion. The oil filter did not display any information regarding the last time it was changed. 




Medical And Pathological Information

Southwestern Institute of Forensic Sciences, Dallas, Texas, completed an autopsy on the pilot and determined the cause of death was "blunt force injuries." The autopsy discovered evidence of hypertensive and atherosclerotic cardiovascular disease, including cardiomegaly, left ventricular hypertrophy, a fusiform aneurysm in the right coronary artery, and moderate atherosclerosis of two other coronary arteries.

Toxicology testing performed by the FAA Forensic Sciences Laboratory identified ethanol in subclavian blood, vitreous fluid, and urine (0.154 gm/dL, 0.177 gm/dL, and 0.194 gm/dL respectively); and 0.0033 µg/mL of delta-9-tetrahydrocannabinol (THC) in the blood. THC's active metabolite, 11-hydroxy-delta-9-THC, was not detected, but the inactive metabolite, carboxy-delta-9-THC, was detected at 0.0139 µg/mL. Both THC metabolites were detected in urine; 11-hydroxy-delta-9-THC at 0.0094 µg/mL and carboxy-delta-9-THC at 0.0346 µg/mL.

Ethanol is a social drug commonly consumed by drinking beer, wine, or liquor. Ethanol acts as a central nervous system depressant; it impairs judgment, psychomotor functioning, and vigilance. Effects of ethanol on aviators are generally well understood; it significantly impairs pilots' performance, even at very low levels. Title 14 CFR Section 91.17 (a) prohibits any person from acting or attempting to act as a crewmember of a civil aircraft while having 0.040 gm/dL or more ethanol in the blood. Ethanol is water soluble, and after absorption it quickly and uniformly distributes throughout the body's tissues and fluids. The distribution pattern parallels water content and blood supply of the tissue. A small amount of ethanol can be produced after death by microbial activity, usually in conjunction with other alcohols such as methanol; vitreous humor and urine do not suffer from such production. Postabsorption, vitreous humor has about 12% more ethanol than blood and urine about 25% more ethanol than blood.

THC is the primary psychoactive substance in marijuana, which is listed as a schedule I controlled substance. THC's mood-altering effects include euphoria, relaxed inhibitions, disorientation, image distortion, and psychosis. THC is stored in fatty tissues and can be released back into the blood long after consumption. While the psychoactive effects may last for a few hours, THC may be detected in the blood for days or weeks. Low THC levels of a few nanograms per milliliter in blood can result from relatively recent use (e.g., smoking within 1 to 3 hours) when some slight or even moderate impairment is likely to be present, or it can result from chronic use where no recent ingestion has occurred and no impairment is present. Thus, the level of THC in the blood and level of impairment do not appear to be closely related. See the NTSB Medical Factual Report in the public docket for additional information and references.

The National Transportation Safety Board traveled to the scene of this accident.

Additional Participating Entities:

Federal Aviation Administration / Flight Standards District Office; Irving, Texas
Lycoming Engines; Texas
Textron Aviation; Wichita, Kansas

Aviation Accident Factual Report - National Transportation Safety Board: https://app.ntsb.gov/pdf


http://registry.faa.gov/N2893Q


Location: Rhome, TX
Accident Number: CEN18FA336
Date & Time: 08/16/2018, 1935 CDT
Registration: N2893Q
Aircraft: Cessna 172
Aircraft Damage: Substantial
Defining Event: Loss of engine power (total)
Injuries: 1 Fatal, 3 Serious
Flight Conducted Under: Part 91: General Aviation - Personal 

On August 16, 2018, about 1935 central daylight time, a Cessna 172L airplane, N2893Q, impacted trees and terrain shortly after departure from Rhome Meadows Airport (T76), Rhome, Texas. The commercial pilot was fatally injured and the three passengers sustained serious injuries. The airplane sustained substantial damage. The airplane was registered to and operated by the pilot as a Title 14 Code of Federal Regulations (CFR) Part 91 personal flight. Visual meteorological conditions prevailed at the time of the accident and no flight plan had been filed. The local flight was departing T76 at the time of the accident.

A family member stated that the pilot retrieved the airplane from under the open-air shelter for "family fun night" and was giving rides to several family members. The family members stated that the pilot had flown the airplane about one week before the accident, then again two times immediately preceding the accident flight. The two preceding flights lasted about 20 minutes and 10 minutes respectively and the family members reported no anomalies with the airplane. They also stated that during the accident flight the airplane departed from the grass runway and did not gain much altitude before it banked hard to the left and then descended behind a tree line. Figure 1 represents a satellite map view of T76 and the accident location.

Figure 1. Overhead map view of airport and accident area

A pilot-rated witness reported that he saw the airplane depart T76 and then land soon after. The airplane taxied back and three passengers boarded with the engine still running. He stated that the airplane taxied back to the runway and started the takeoff roll, during which the engine did not sound like it was developing full power. The takeoff roll was longer than he expected, and once the airplane was airborne, the nose pitched up "very high" to about 50 ft above ground level (agl), then the nose came back down. The airplane flew low over the runway and appeared to accelerate until it pitched up and climbed to about 300 ft agl. The airplane then made a left turn and descended out of view.


Curtis Scott Moore

Pilot Information

Certificate: Commercial
Age: 63, Male
Airplane Rating(s): Multi-engine Land; Single-engine Land
Seat Occupied: Right
Other Aircraft Rating(s): None
Restraint Used: Lap Only
Instrument Rating(s): Airplane
Second Pilot Present: No
Instructor Rating(s): None
Toxicology Performed: Yes
Medical Certification: Class 2 With Waivers/Limitations
Last FAA Medical Exam: 10/13/2017
Occupational Pilot: Yes
Last Flight Review or Equivalent:
Flight Time:  (Estimated) 8000 hours (Total, all aircraft) 

On his most recent second-class medical certificate application, dated October 13, 2017, the pilot reported 8,000 total hours of flight experience and 125 hours in the preceding 6 months. The pilot's wife stated that he did not log his recent flight time and had not recorded flights in his pilot logbook since the 1990s.

During the flight, the pilot was seated in the front right seat with a minor in the front left seat; an adult and minor were seated on the rear bench seat. 

Aircraft and Owner/Operator Information

Aircraft Make: Cessna
Registration: N2893Q
Model/Series: 172 L
Aircraft Category: Airplane
Year of Manufacture: 1971
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: 17259893
Landing Gear Type: Tricycle
Seats: 4
Date/Type of Last Inspection:  Unknown
Certified Max Gross Wt.: 2299 lbs
Time Since Last Inspection:
Engines: 1 Reciprocating
Airframe Total Time:
Engine Manufacturer: Lycoming
ELT: C91A installed, not activated
Engine Model/Series: O-320-E2D
Registered Owner: On file
Rated Power: 150 hp
Operator: On file
Operating Certificate(s) Held: None 

The pilot's wife stated that the airplane's maintenance logbooks were never received from the previous owner after the airplane was purchased in 2013. There was no documentation of maintenance performed since that time and no evidence that the airplane had received an annual inspection. A representative for the previous owner could not find the logbooks.

Family members stated that fuel cans, which were filled at another airport, were typically used to refill the airplane; those fuel cans were used to fuel the airplane on the night of the accident. The fuel cans were filled at an unknown time the week before the accident. 

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Dusk
Observation Facility, Elevation: KLUD, 1047 ft msl
Distance from Accident Site: 8 Nautical Miles
Observation Time: 1735 CDT
Direction from Accident Site: 324°
Lowest Cloud Condition: Clear
Visibility:  10 Miles
Lowest Ceiling: None
Visibility (RVR):
Wind Speed/Gusts: 3 knots /
Turbulence Type Forecast/Actual:
Wind Direction: 150°
Turbulence Severity Forecast/Actual:
Altimeter Setting: 29.97 inches Hg
Temperature/Dew Point: 34°C / 19°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Rhome, TX (T76)
Type of Flight Plan Filed: None
Destination: Rhome, TX (T76)
Type of Clearance: None
Departure Time: 1935 CDT
Type of Airspace: Class E 

Airport Information

Airport: Rhome Meadows (T76)
Runway Surface Type: Grass/turf
Airport Elevation: 900 ft
Runway Surface Condition: Dry
Runway Used: 13
IFR Approach: None
Runway Length/Width: 3700 ft / 60 ft
VFR Approach/Landing: None 

Wreckage and Impact Information

Crew Injuries: 1 Fatal
Aircraft Damage: Substantial
Passenger Injuries: 3 Serious
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 1 Fatal, 3 Serious
Latitude, Longitude: 33.148056, -97.490000

The airplane came to rest inverted on a southeast heading about 350 yards north of the departure end of runway 13 (see figure 2).

Figure 2. Airplane inverted in a field

A postaccident examination of the accident site and wreckage revealed that the left wing leading edge was crushed aft and sustained impact damage, including evidence of tree strikes; the wing was partially separated from the fuselage and distorted aft. The right wing leading edge was crushed aft. All flight control cables were traced from their respective control surfaces to the cockpit controls with no separations or anomalies noted. The elevator trim tab was slightly nose-down but near neutral. The flaps were retracted. The right control yoke was separated at the control column, consistent with impact damage. The left control yoke was damaged consistent with impact.

There were no shoulder harnesses installed. The adult passenger reported that all occupants wore lap belts during the flight, and all four lap belts appeared to exhibit stretching in the webbing, indicative of the belts being worn during impact. The right rear lap belt was found separated from the eyelet at the floorboard. The left front seat was improperly safety-wired.

The fuel selector handle and valve were found in the OFF position; first responders reported that they moved the handle to OFF after the accident. A small amount of fuel was found in the firewall fuel strainer. The fuel was tested for water using water-detecting paste; the test was negative. The left and right wing fuel tanks were impact damaged, but about 2 gallons of fuel were drained from the tanks during the recovery process.

Two empty beer cans were found in the front left floorboard area near the rudder pedals. A rodent's nest was found inside the left wing near an area that had been impact damaged. A significant amount of cobwebs were observed in the engine compartment. The airbox was clear of obstructions. A large mud dauber nest was found on the fins of the oil cooler. The ELT was found in place with battery acid residue on the outside of the case. An automotive battery was installed in the airplane.

The tip of the propeller spinner was bent but the rest of the spinner was mostly undamaged. The 2 propeller blades were straight and undamaged with no chordwise scratches or leading edge damage.

The gascolator fuel strainer was disassembled and organic debris similar to insect cocoons was found inside the strainer screen (see figure 3). The strainer bowl was mostly full of blue-colored fuel consistent with 100LL aviation gasoline.

Figure 3. Fuel fitting with organic contaminants

The main fuel line from the gascolator to the carburetor was a hydraulic hose manufactured in July 2013 and featured a Department of Transportation marking consistent with an automotive hydraulic hose.

Engine crankshaft and camshaft continuity was confirmed by manually rotating the propeller. Thumb suction and compression was obtained for each cylinder. Normal rocker and valve movement was observed and all accessory gears rotated at the back of the engine. The exhaust system sustained damage to the heat exchanger, which was breached as a result of the accident. All of the flame cones were deteriorated and missing.

The carburetor was removed and disassembled; the float chamber contained about 5 mL of fuel. The fuel was tested for water using water-detecting paste; the test was negative. Both magnetos were secure on their respective mounts. The ignition timing was verified at 25° before top dead center on the left magneto. The left magneto was actuated by rotating the propeller by hand, it produced spark at all outlet points. The right magneto was secure on its mount. The ignition timing was verified about 30° before top dead center. The right magneto was removed from its mount and rotated using an electric drill, it produced spark at all outlet points. The top spark plugs were removed and exhibited a color consistent with normal combustion. The oil filter did not display any information regarding the last time it was changed. 

Medical And Pathological Information

Southwestern Institute of Forensic Sciences, Dallas, Texas, completed an autopsy on the pilot and determined the cause of death was "blunt force injuries." The autopsy discovered evidence of hypertensive and atherosclerotic cardiovascular disease, including cardiomegaly, left ventricular hypertrophy, a fusiform aneurysm in the right coronary artery, and moderate atherosclerosis of two other coronary arteries.

Toxicology testing performed by the FAA Forensic Sciences Laboratory identified ethanol in subclavian blood, vitreous fluid, and urine (0.154 gm/dL, 0.177 gm/dL, and 0.194 gm/dL respectively); and 0.0033 µg/mL of delta-9-tetrahydrocannabinol (THC) in the blood. THC's active metabolite, 11-hydroxy-delta-9-THC, was not detected, but the inactive metabolite, carboxy-delta-9-THC, was detected at 0.0139 µg/mL. Both THC metabolites were detected in urine; 11-hydroxy-delta-9-THC at 0.0094 µg/mL and carboxy-delta-9-THC at 0.0346 µg/mL.

Ethanol is a social drug commonly consumed by drinking beer, wine, or liquor. Ethanol acts as a central nervous system depressant; it impairs judgment, psychomotor functioning, and vigilance. Effects of ethanol on aviators are generally well understood; it significantly impairs pilots' performance, even at very low levels. Title 14 CFR Section 91.17 (a) prohibits any person from acting or attempting to act as a crewmember of a civil aircraft while having 0.040 gm/dL or more ethanol in the blood. Ethanol is water soluble, and after absorption it quickly and uniformly distributes throughout the body's tissues and fluids. The distribution pattern parallels water content and blood supply of the tissue. A small amount of ethanol can be produced after death by microbial activity, usually in conjunction with other alcohols such as methanol; vitreous humor and urine do not suffer from such production. Postabsorption, vitreous humor has about 12% more ethanol than blood and urine about 25% more ethanol than blood.

THC is the primary psychoactive substance in marijuana, which is listed as a schedule I controlled substance. THC's mood-altering effects include euphoria, relaxed inhibitions, disorientation, image distortion, and psychosis. THC is stored in fatty tissues and can be released back into the blood long after consumption. While the psychoactive effects may last for a few hours, THC may be detected in the blood for days or weeks. Low THC levels of a few nanograms per milliliter in blood can result from relatively recent use (e.g., smoking within 1 to 3 hours) when some slight or even moderate impairment is likely to be present, or it can result from chronic use where no recent ingestion has occurred and no impairment is present. Thus, the level of THC in the blood and level of impairment do not appear to be closely related. See the NTSB Medical Factual Report in the public docket for additional information and references. 

Location: Rhome, TX
Accident Number: CEN18FA336
Date & Time: 08/16/2018, 1935 CDT
Registration: N2893Q
Aircraft: Cessna 172
Injuries: 1 Fatal, 3 Serious
Flight Conducted Under: Part 91: General Aviation - Personal 

On August 16, 2018, about 1935 central daylight time, a Cessna 172 airplane, N2893Q, impacted trees and terrain shortly after departure from Rhome Meadows Airport (T76), Rhome, Texas. The commercial rated pilot was fatally injured and the 3 passengers sustained serious injuries. The airplane sustained substantial damage. The airplane was registered to and operated by the pilot under the provisions of Title 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed at the time of the accident and no flight plan had been filed. The local flight had just departed T76 at the time of the accident.

The pilot's family members stated that he had flown the airplane two times that evening before the accident flight; they reported no issues with the airplane. During the flight the pilot was in the right seat, the 14-year-old passenger in the left seat, and the 36-year-old and 9-year-old were in the rear bench seat.

A pilot-rated witness reported that he saw the airplane depart for a short local flight and then landed soon after. The airplane taxied back to it's home base and the 3 passengers boarded with the engine still running. He stated that the airplane taxied back to the runway and started the takeoff roll, during which the engine did not sound like it was developing full power. The takeoff roll was longer than expected and once the airplane was airborne the nose pitched up "very high" until about 50 ft above ground level (agl), then the nose came back down. The airplane flew low over the runway and appeared to accelerate until it pitched up and climbed to about 300 ft agl. The airplane then made a left turn and descended out of view.

The airplane impacted trees and came to rest inverted (figure 1) about 350 yards north of the departure end of runway 13 at T76. The airplane has been retained for further examination.


Figure 1 – Accident site 

Aircraft and Owner/Operator Information

Aircraft Make: Cessna
Registration: N2893Q
Model/Series: 172 L
Aircraft Category: Airplane
Amateur Built: No
Operator: On file
Operating Certificate(s) Held: None 

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Dusk
Observation Facility, Elevation: KLUD, 1047 ft msl
Observation Time:
Distance from Accident Site: 7 Nautical Miles
Temperature/Dew Point:
Lowest Cloud Condition:
Wind Speed/Gusts, Direction: / ,
Lowest Ceiling:
Visibility:  
Altimeter Setting:
Type of Flight Plan Filed: None
Departure Point: Rhome, TX (T76)
Destination: Rhome, TX (T76)

Wreckage and Impact Information

Crew Injuries: 1 Fatal
Aircraft Damage: Substantial
Passenger Injuries: 3 Serious
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 1 Fatal, 3 Serious
Latitude, Longitude:  33.148056, -97.490000



An avid pilot taking family and friends on a pleasure flight was killed when his single-engine plane crashed shortly after takeoff from a rural airfield in Wise County Thursday night, injuring three others.

Officials with the Texas Department of Public Safety said 63-year-old Curtis "Scotty" Moore was flying his Cessna 172L Skyhawk and had just taken off from Rhome Meadows Airport at about 7:30 p.m. when for some unknown reason the plane hit the ground and flipped upside down.

Family members said Moore, who was killed in the crash, was on his third flight of the day and was giving recreational rides friends and family members.

Three passengers were on board with Moore at the time of the crash, including two boys, ages 9 and 14, and family friend 35-year-old Brently Smith, of Azle.

Smith and one of the juveniles were airlifted to Fort Worth hospitals; the second child was also injured and taken to a Fort Worth hospital by ground.

Family members told NBC 5 one of the children is a member of Moore's family and the other is a family friend. None of the injuries are life threatening and mainly involve cuts to the face and some possible broken bones.

Moore's daughter told NBC 5 she was on a flight with her father just before the one that crashed and that there was no sign of anything being out of the ordinary.

Moore's family members didn't speculate on what could have caused the crash. They added in addition to being a pilot, Moore was a SCUBA diver and skydiver and owned Skydive Cowtown.

The cause of the crash remains unclear; the National Transportation Safety Board and the Federal Aviation Administration are investigating.

Story and video ➤ https://www.nbcdfw.com




WISE COUNTY, Texas (CBSDFW.COM) – The man who died in a small plane crash Thursday evening in Wise County was an experienced pilot and ran his own skydiving business, friends say.

Family and friends are mourning the loss of Curtis “Scotty” Moore. There’s now an empty space in the hangar where he kept his plane.

Moore died after the Cessna 172L Skyhawk he was piloting crashed in a field Thursday evening, just east of Highway 287. One other adult passenger was transported to the hospital with serious injuries, and two child passengers were transported with unknown injuries.

“It hasn’t set in yet. It’s still kind of surreal,” said friend William Brooks.

On Friday, family and friends went out to Moore’s business, Skydive Cowtown, to honor the man they knew as “Scotty.”

“He’s been a part of my life for a long time. He’s best friends with my uncle. Real close family friend. I’ve been scuba-diving, skydiving with him pretty much my whole life,” said Brooks.

Relatives say Moore took a friend and two boys for an evening ride on his plane. The National Transportation Safety Board says the plane crashed at the end of the runway, just after takeoff.

“I’ve flown with him hundreds and hundreds of times. I’ve seen hundreds of other takeoffs. He always banks right after takeoff. This crash happened left. I don’t make sense of that,” said Brooks.

Friends say Moore was big-hearted and even married Brooks and his wife.

“I actually met my wife out here. She came out here for her first jump. I told him, as soon as she left, ‘I think I just met my future wife.’ I asked him right there, ‘You’re going to marry us,’ and he said, ‘Alright, cool!'” said Brooks.

Moore’s family wasn’t ready to talk, but they shared pictures of him as the entire community is feeling the loss of a man loved by many.

“He’s one of those people who knew everybody, helped everybody and just an amazing person,” said Brooks.

Investigators are determining what exactly caused the crash.

Story and video ➤ https://dfw.cbslocal.com



The pilot of a Cessna 172L Skyhawk died after crashing into a field in Rhome Thursday night, according to Department of Public Safety spokesman Lonny Haschel.

Three other passengers suffered unknown injuries.

The pilot was identified as Curtis Moore, 63, of Rhome.

An adult male passenger, identified as Brentley Smith, 35, of Azle, was flown by medical helicopter to Texas Health Harris Methodist Hospital in Fort Worth. A juvenile passenger was flown to Cook Children’s in Fort Worth. Another juvenile was taken to Cook’s by ground ambulance.

Haschel said the Federal Aviation Administration will be conducting an investigation into the crash.

Mallory Schuring, who lives on County Road 4421 near the crash site, said she did not witness the crash, but heard medical helicopters flying overhead around 8 p.m.

“I haven’t ever heard or seen anything like this,” Schuring said.

Lynn Lunsford, mid-states public affairs manager with the Federal Aviation Administration, said the plane took off from Rhome Meadows Airport and crashed shortly after. He added Federal Aviation Administration investigators were on their way to the crash site Friday morning, and the National Transportation Safety Board was notified.

Original article ➤ http://www.wcmessenger.com

3 comments:

Anonymous said...

4 adults in a 172L on a 95* day....

Density altitude calculated to 3800' according to historical weather data I found.....

Anonymous said...

Correction - 2 adults and 2 children.

Anonymous said...

pilot was in the right seat. 14 yo in the left. other adult and 9 year old in the back.