Friday, June 07, 2019

Fuel Starvation: Cessna 172H Skyhawk, N3772F, accident occurred December 27, 2016 in Bridgeport, Jackson County, Alabama




 


The National Transportation Safety Board did not travel to the scene of this accident.


Additional Participating Entity:

Federal Aviation Administration / Flight Standards District Office; Birmingham, Alabama

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


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

http://registry.faa.gov/N3772F

Location: Bridgeport, AL
Accident Number: ERA17LA075
Date & Time: 12/27/2016, 1600 CST
Registration: N3772F
Aircraft: CESSNA 172
Aircraft Damage: Substantial
Defining Event: Fuel starvation
Injuries: 1 Serious, 1 Minor
Flight Conducted Under: Part 91: General Aviation - Personal 

Analysis 

During a local personal flight, the airline transport pilot was performing a series of steep turns to the right with the fuel selector positioned to the right tank, which contained about 4.5 gallons of fuel. When the airplane rolled out of a steep turn, the engine began to sputter and lose power. The pilot subsequently performed a forced landing to a field, during which the airplane flipped over and sustained substantial damage to the left wing. After the accident, the pilot reported that there were no preimpact mechanical failures or malfunctions with the airframe or engine that would have precluded normal operation and that the loss of engine power was likely the result of fuel starvation due to the low quantity of fuel in the right fuel tank. This likely occurred during the steep turn to the right as the fuel inside the right fuel tank flowed outboard and away from the fuel pickup located on the inboard side of the tank. 

Probable Cause and Findings

The National Transportation Safety Board determines the probable cause(s) of this accident to be:
The pilot's decision to make steep turns to the right while operating on the right fuel tank with low fuel quantity, which led to a loss of engine power due to unporting of the right fuel tank and fuel starvation.

Findings

Aircraft
Fuel - Fluid level (Cause)

Personnel issues
Incorrect action selection - Pilot (Cause)


Factual Information

On December 27, 2016, about 1600 central standard time, a Cessna 172H, N3772F, was substantially damaged during a forced landing. The airline transport pilot was not injured, the passenger sustained minor injuries. The personal flight was conducted under the provisions of 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed and no flight plan was filed for the local flight that departed Marin County Airport-Brown Field (APT), Jasper, Tennessee.

The pilot stated that he departed for a local flight with 11 gallons of fuel, and during the flight he noted that there was more fuel in the right tank than then left. He switched the fuel selector from the BOTH position to the RIGHT position. The pilot then performed a series of steep turns to the right, varying between 45° to 60° of bank, over a relative's house. While rolling out from the steep turns the engine began to surge, sputter, and lose power. After attempting to restart the engine to no avail, he performed a forced landing in a field. The airplane flipped over and came to rest inverted resulting in substantial damage to the left wing. After the accident, the pilot moved the fuel selector back to the BOTH position.

A postaccident examination by a Federal Aviation Administration aviation safety inspector revealed that the right fuel tank contained about 4.5 gallons of fuel, and the left tank contained about 3.5 gallons of fuel. The pilot reported that prior to the loss of engine power, there were no preimpact mechanical failures or malfunctions with the airframe or engine that would have precluded normal operation and that the low quantity of fuel in the right fuel tank likely resulted in fuel starvation.

The pilot held an airline transport pilot certificate with a rating for airplane multi-engine land, as well as a commercial pilot certificate with ratings for airplane single, and instrument airplane. He reported 5,572 hours of total flight experience, his most recent FAA third-class medical certificate was issued on July 28, 2016.

According to a note in the airplane's Owner's Manual under the heading Power Recovery Techniques, "Should power irregularities occur when operating on a single tank, power can be restored by switching to the opposite tank. In addition, the vapor accumulation in the tank on which the power irregularity occurred will rapidly dissipate itself such that that tank will also be available for normal operation after it has been unused for approximately one minute."

Review of the airplane's Illustrated Parts Catalog showed that the fuel pickup for both wing-mounted fuel tanks was located at the inboard side of each tank.

The weather conditions at Winchester Municipal Airport (BGF), Winchester, Tennessee, located about 20 nautical miles northwest of the accident site, at 0355, included wind 350° at 6 knots, 10 statute miles visibility, overcast at 4,400 ft, temperature 12° C and dew point of 5° C, and altimeter setting of 30.20 inches of mercury.

Pilot Information

Certificate: Airline Transport; Commercial
Age: 59, Male
Airplane Rating(s): Multi-engine Land; Single-engine Land
Seat Occupied: Left
Other Aircraft Rating(s): None
Restraint Used: Lap Only
Instrument Rating(s): Airplane
Second Pilot Present: No
Instructor Rating(s): None
Toxicology Performed: No
Medical Certification: Class 3 With Waivers/Limitations
Last FAA Medical Exam: 07/28/2016
Occupational Pilot: No
Last Flight Review or Equivalent: 08/15/2016
Flight Time:  5572 hours (Total, all aircraft), 1361 hours (Total, this make and model), 1361 hours (Pilot In Command, all aircraft), 26 hours (Last 90 days, all aircraft), 4 hours (Last 30 days, all aircraft), 0 hours (Last 24 hours, all aircraft)

Aircraft and Owner/Operator Information

Aircraft Make: CESSNA
Registration: N3772F
Model/Series: 172 H
Aircraft Category: Airplane
Year of Manufacture:
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: 17255267
Landing Gear Type: Tricycle
Seats: 4
Date/Type of Last Inspection: 08/15/2016, Annual
Certified Max Gross Wt.: 2300 lbs
Time Since Last Inspection:
Engines: 1 Reciprocating
Airframe Total Time: 3155.16 Hours at time of accident
Engine Manufacturer: CONT MOTOR
ELT: C91  installed, not activated
Engine Model/Series: O-300 SER
Registered Owner: On file
Rated Power: 160 hp
Operator: On file
Operating Certificate(s) Held: None

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: KBGF, 978 ft msl
Distance from Accident Site: 20 Nautical Miles
Observation Time: 2055 UTC
Direction from Accident Site: 304°
Lowest Cloud Condition:
Visibility:  10 Miles
Lowest Ceiling: Overcast / 4400 ft agl
Visibility (RVR): 
Wind Speed/Gusts: 6 knots /
Turbulence Type Forecast/Actual: / None
Wind Direction: 350°
Turbulence Severity Forecast/Actual: / N/A
Altimeter Setting: 30.2 inches Hg
Temperature/Dew Point: 12°C / 5°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: JASPER, TN (APT)
Type of Flight Plan Filed: None
Destination: JASPER, TN (APT)
Type of Clearance:None 
Departure Time: 1540 CST
Type of Airspace: Class C; Class D 

Wreckage and Impact Information

Crew Injuries: 1 Minor
Aircraft Damage: Substantial
Passenger Injuries: 1 Serious
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 1 Serious, 1 Minor
Latitude, Longitude: 34.985833, -85.722778 (est)

Windshear or Thunderstorm: Piper PA-46-350P Malibu Mirage / JetProp DLX, N709CH; fatal accident occurred June 07, 2019 in Castalia, Nash County, North Carolina

















































Aviation Accident Final Report - National Transportation Safety Board

Investigator In Charge (IIC): Hicks, Ralph

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

Additional Participating Entities:
John Combrinck-Graham; Federal Aviation Administration / Flight Standards District Office; Greensboro, North Carolina
Piper Aircraft; Vero Beach, Florida
Transportation Safety Board of Canada; Ottawa
Pratt & Whitney Canada
National Air Traffic Controllers Association

Investigation Docket - National Transportation Safety Board:


Location: Castalia, North Carolina 
Accident Number: ERA19FA188
Date and Time: June 7, 2019, 13:31 Local
Registration: N709CH
Aircraft: Piper PA46 
Aircraft Damage: Destroyed
Defining Event: Windshear or thunderstorm 
Injuries: 4 Fatal
Flight Conducted Under: Part 91: General aviation - Personal

Analysis

The pilot departed on the cross-country flight with the airplane about 730 lbs over its maximum gross weight. While in cruise altitude at 27,000 ft mean sea level (msl), the pilot reported to air traffic control that he observed weather on his radar along his route and ahead of his position. The areas of weather included thunderstorms with cloud tops up to 43,000 ft msl. The controller acknowledged the weather; however, she did not provide specifics to the pilot, including the size and strength of the area of precipitation or cloud tops information, nor did she solicit or disseminate any pilot reports related to the conditions, as required.

The airplane entered an area of heavy to extreme precipitation, likely a thunderstorm updraft, while in instrument meteorological conditions. Tracking information indicated that the airplane climbed about 300 ft, then entered a right, descending spiral and broke up in flight at high altitude. The recovered wreckage was found scattered along a path about 2.6 miles in length. Both wings separated, and most of the empennage was not located. The airplane was likely about 148 lbs over the maximum allowable gross weight at the time of the accident.

Examination of the wreckage revealed no evidence of a preaccident malfunction or failure that would have prevented normal operation.

The pilot, who owned the airplane, did not possess an instrument rating. The pilot-rated passenger in the right seat was instrument-rated but did not meet recency of experience requirements to act as pilot-in-command.

Toxicology testing detected a small amount of ethanol in the pilot’s liver but not in muscle. After absorption, ethanol is uniformly distributed throughout all tissues and body fluids; therefore, the finding in one tissue but not another is most consistent with post-mortem production.

Hazardous weather avoidance is ultimately the pilot’s responsibility, and, in this case, the airplane was sufficiently equipped to provide a qualified pilot with the information necessary to navigate hazardous weather; however, the controller’s failure to provide the pilot with adequate and timely weather information as required by Federal Aviation Administration Order JO 7110.65X contributed to the pilot’s inability to safely navigate the hazardous weather along his route of flight, resulting in the penetration of a thunderstorm and the resulting loss of airplane control and inflight breakup.

Probable Cause and Findings

The National Transportation Safety Board determines the probable cause(s) of this accident to be:
The pilot’s failure to navigate around hazardous weather, resulting in the penetration of a thunderstorm, a loss of airplane control, and an inflight breakup. The air traffic controller’s failure to provide the pilot with adequate and timely weather information as required by FAA Order JO 7110.65X contributed to the pilot’s inability to safely navigate the hazardous weather along his route of flight.

Findings

Environmental issues Thunderstorm - Decision related to condition
Personnel issues Use of available resources - Pilot
Personnel issues Aircraft control - Pilot
Personnel issues Lack of communication - ATC personnel
Personnel issues Use of policy/procedure - ATC personnel

Factual Information

History of Flight

Enroute-cruise Windshear or thunderstorm (Defining event)
Enroute-cruise Loss of control in flight
Uncontrolled descent Aircraft structural failure

On June 7, 2019, about 1331 eastern daylight time, a Piper PA 46-350P, N709CH, was destroyed when it was involved in an accident near Castalia, North Carolina. The private pilot, a pilot-rated passenger, and two additional passengers were fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations (CFR) Part 91 personal flight.

The flight departed Naples Municipal Airport (APF), Naples, Florida, at 1053 under an instrument flight rules flight plan to Easton Airport (ESN), Easton, Maryland. After deviating around weather about 7 minutes after departure, the flight was uneventful until the pilot contacted the Washington (ZDC) Air Route Traffic Control Center controller at 1301 at an altitude of 27,000 ft mean sea level (msl). The controller advised the pilot that she would have a revised routing to ESN shortly. At 1304, the pilot was given the revised routing, and the pilot read back the clearance. At 1305, the controller broadcast that the ZDC Center Weather Advisory (CWA) was available on Hazardous Inflight Weather Advisory Service (HIWAS) and via flight service.

At 1317, the pilot advised the controller that his radar showed weather ahead of his route and asked the controller if she observed the same. The controller responded, advising that some aircraft had been going around it and some had been going through it. She cleared the pilot to deviate right of course and, when able, proceed direct to Richmond VORTAC (RIC). The pilot acknowledged.

At 1320, the controller advised the pilot that he could deviate left or right around the weather, whichever was better for him, until able to proceed direct RIC. The pilot responded, saying that RIC looked like “dicey” weather too, and asked the controller, “is that okay for us?” The controller responded that she did not know; she did not work that sector and advised it looked “a little rough” and that the following sector controller would be able to provide something for him.

At 1321, the pilot advised that it might be better for him to proceed east toward the coast to get around the weather. The controller replied that there was an active restricted area in that direction and asked if a routing of Franklin (FKN), direct Harcum (HCM), direct TAPPA, direct Patuxent (PXT) would work. The pilot advised he would check. At 1324, the pilot stated that he would like to proceed to FKN. The controller cleared the pilot direct FKN, direct HCM, direct TAPPA, direct PXT, with the rest of the route unchanged. The pilot did not respond.

At 1329, the pilot reported that he was about to go into some rain and asked the controller if she had any information about where the cloud tops were located. The controller advised that she did not but had some weather deviations and advised the pilot that he could go further right if needed. At 1330, the pilot requested to deviate 30° right. The controller approved the deviation and instructed the pilot to proceed direct FKN when able. The pilot acknowledged with a correct readback. No further transmissions were received from the pilot.

A review of radar and automatic dependent surveillance – broadcast (ADS-B) data revealed that the airplane climbed to 27,300 ft msl followed by a rapidly descending right turn and loss of radar contact. The last recorded return, at 1331:03, showed the airplane at 20,200 ft msl.

Pilot Information

Certificate: Private 
Age: 58, Male
Airplane Rating(s): Single-engine land 
Seat Occupied: Left
Other Aircraft Rating(s): None
Restraint Used: Unknown
Instrument Rating(s): None 
Second Pilot Present: Yes
Instructor Rating(s): None 
Toxicology Performed: Yes
Medical Certification: Class 3 With waivers/limitations
Last FAA Medical Exam: April 25, 2019
Occupational Pilot: No 
Last Flight Review or Equivalent: October 3, 2017
Flight Time: 312 hours (Total, all aircraft), 147 hours (Total, this make and model), 15 hours (Last 90 days, all aircraft), 2 hours (Last 30 days, all aircraft), 0 hours (Last 24 hours, all aircraft)

Pilot-rated passenger Information

Certificate: Private 
Age: 54, Male
Airplane Rating(s): Single-engine land 
Seat Occupied: Right
Other Aircraft Rating(s): None
Restraint Used: Unknown
Instrument Rating(s): Airplane 
Second Pilot Present: Yes
Instructor Rating(s): None
Toxicology Performed: Yes
Medical Certification: Class 3 Without waivers/limitations
Last FAA Medical Exam: April 24, 2019
Occupational Pilot: No 
Last Flight Review or Equivalent: April 14, 2017
Flight Time: 1062 hours (Total, all aircraft), 173 hours (Total, this make and model)

The pilot, seated in the left cockpit seat, was also the registered owner of the airplane. He held a private pilot certificate with an airplane single-engine land rating; however, he did not possess an instrument rating. His most recent flight review was completed on October 3, 2017. He filed a flight plan using ForeFlight Mobile and listed himself as the pilot-in-command.

The pilot-rated passenger, seated in the right cockpit seat, held a private pilot certificate with an airplane single-engine land and instrument ratings. His most recent flight review was completed on April 14, 2017. He had not logged the instrument approaches and tasks required by 14 CFR 61.57 (c) to act as pilot-in-command, nor had he accomplished a flight review required by 14 CFR 61.56 (c) to act as pilot-in-command.

Aircraft and Owner/Operator Information

Aircraft Make: Piper
Registration: N709CH
Model/Series: PA46 350P 
Aircraft Category: Airplane
Year of Manufacture: 2007 
Amateur Built:
Airworthiness Certificate: Normal
Serial Number: 4636431
Landing Gear Type: Retractable - Tricycle
Seats: 6
Date/Type of Last Inspection: April 29, 2019 Annual
Certified Max Gross Wt.: 4358 lbs
Time Since Last Inspection: 12 Hrs
Engines: 1 Turbo prop
Airframe Total Time: 1449 Hrs at time of accident 
Engine Manufacturer: Pratt & Whitney Canada
ELT: C126 installed 
Engine Model/Series: PT6A-35
Registered Owner: 
Rated Power: 750 Horsepower
Operator: On file
Operating Certificate(s) Held: None

The low-wing, retractable tricycle gear-equipped airplane was manufactured in 2007. In 2017, the original reciprocating engine was removed, and a Pratt and Whitney Canada PT6A-35 turboprop engine was installed per a JetProp LLC supplemental type certificate.

The contents of the fuselage were weighed at the accident site. These weights, as well as passenger weights provided by family members, were used to calculate the airplane’s weight at takeoff from APF and at the time of the accident, based on expected fuel consumption. In additional to the four adults on board, the airplane contained passenger luggage, personal items, and family pets.

The maximum allowable gross takeoff weight for the airplane was 4,340 lbs. According to personnel at APF, all fuel tanks were filled to capacity before departure. The remaining useful load under these conditions was 128 lbs. The estimated takeoff weight at APF was 5,070 lbs, and the aircraft weight at the time of the accident was about 4,488 lbs.

The airplane was equipped with a factory-installed, wing-mounted weather radar pod. The airplane was also capable of receiving XM Satellite Weather information with a subscription. It was not determined if the pilot was utilizing XM Satellite Weather information during the accident flight.

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual (VMC) 
Condition of Light: Day
Observation Facility, Elevation: KLHZ,369 ft msl 
Distance from Accident Site: 18 Nautical Miles
Observation Time: 13:40 Local
Direction from Accident Site: 247°
Lowest Cloud Condition: Scattered / 400 ft AGL
Visibility 3 miles
Lowest Ceiling: Broken / 4700 ft AGL
Visibility (RVR):
Wind Speed/Gusts: / 
Turbulence Type Forecast/Actual:  /
Wind Direction:
Turbulence Severity Forecast/Actual:  /
Altimeter Setting: 29.88 inches Hg 
Temperature/Dew Point: 22°C / 21°C
Precipitation and Obscuration: Moderate - None - Rain
Departure Point: Naples, FL (APF)
Type of Flight Plan Filed: IFR
Destination: Easton, MD (ESN)
Type of Clearance: IFR
Departure Time: 10:53 Local 
Type of Airspace: Class A

A frontal boundary was located from the western Atlantic Ocean across northern North Carolina and into Kentucky, with the cold front section of the frontal boundary located over the accident site. The Storm Prediction Center (SPC) issued a Convective Outlook at 1226 with areas of general thunderstorms forecast for the accident site. Satellite imagery at 1330 and 1340 indicated an extensive layer of cloud cover, cumuliform in nature, over the accident site with the cloud cover moving southwest to northeast. Approximate cloud tops over the accident site at 1330 were about 38,000 ft.

Consolidated Storm Prediction for Aviation (CoSPA) images were retrieved for 1325, 1330, and 1335. The data showed areas of rain shower and thunderstorm activity over the accident site, moving southwest to northeast, about 15 knots, with cloud tops at 43,000 ft msl and Video Integrator Processor (VIP) precipitation intensity levels of 3 to 4 (moderate to heavy).

The ZDC ATC’s radar display of Weather and Radar Processor (WARP) weather derived imagery, weather radar representation, settings, and aircraft movement of the accident aircraft was captured at 1323, 1325, 1327, 1329, 1331, and 1333, respectively. The ZDC radar display of WARP weather derived imagery indicated the accident aircraft was in an area of moderate precipitation at 1325. The accident airplane entered an area of heavy precipitation between 1329 and 1331 and remained in the heavy precipitation through the accident time.

A playback of En Route Automation Modernization (ERAM) data was performed, and screen captures at 1324 and 1331 were examined. About the time the pilot accepted the last clearance from the controller (to proceed direct FKN), the airplane flew directly into areas of heavy to extreme precipitation. At 1331, the airplane was depicted inside the same area of heavy to extreme precipitation.

Federal Aviation Administration (FAA) Order JO 7110.65X, Air Traffic Control, includes air traffic control procedures and phraseology pertaining to weather for use by personnel providing air traffic control services. Chapter 2, General Control, requires controllers to solicit and disseminate pilot reports (PIREPS) when requested, deemed necessary, or if thunderstorm activity exists or is forecast in their area of responsibility. Chapter 2 also requires controllers to issue pertinent information regarding observed and/or reported weather areas to potentially affected aircraft. This information includes azimuth, size of the weather area, and precipitation intensity.

The CoSPA, WARP, and ERAM products listed above, as well as other weather sources, were available to the controller before the accident. A review of recorded communications and interviews with ATC personnel revealed no evidence that the controller issued details of displayed weather to the accident pilot or to any other aircraft within her airspace. Also, the controller did not solicit or disseminate PIREPS regarding the thunderstorm activity or cloud tops.

Wreckage and Impact Information

Crew Injuries: 1 Fatal
Aircraft Damage: Destroyed
Passenger Injuries: 3 Fatal
Aircraft Fire: None
Ground Injuries: 
Aircraft Explosion: None
Total Injuries: 4 Fatal
Latitude, Longitude: 36.137222,-77.995834(est)

Examination of the airframe, engine, and propeller revealed no evidence of a preaccident malfunction or failure that would have prevented normal operation.

The main wreckage, consisting of the fuselage, inboard sections of both wings, landing gear, engine, and propeller, impacted wooded terrain about 4 miles northeast of the town of Castalia. The fuselage was found inverted on a heading of 045° magnetic. There was no fire. Impact signatures to the terrain and trees were consistent with a near-vertical impact angle at a level attitude. The entire fuselage exhibited vertical crushing signatures that reduced the cabin volume. Flight control cable continuity was confirmed from the cockpit to the control surfaces, except for cuts made by recovery personnel or by overload separations. All three of the landing gear were found in the retracted position. The flap actuator jackscrew was found in the retracted (flaps-up) position.

The left and right outboard sections of both wings were found about 1.3 and 1.4 miles north-northeast of the main wreckage, respectively. The wing-mounted weather radar pod was separated from the wing and was found within the wreckage path. All fracture surfaces on the wing structures showed failure signatures consistent with overload.

The engine was examined and exhibited impact damage in several areas. The engine was partially disassembled during the examination. The engine displayed limited rotational signatures between the power turbine vane and the power turbine, consistent with a wind-milling engine. There was a lack of rotational signatures on the compressor turbine and the upstream side of the power turbine vane.

About 9 months after the accident, a local resident found sections of the elevator and elevator trim tab near his home while horseback riding. These parts were found about 2.6 miles north-northeast of the main wreckage area. As of the release date of this report, most of the empennage, including the vertical stabilizer, rudder, and horizontal stabilizer, have not been located.

Medical and Pathological Information

According to the Office of the Chief Medical Examiner, Raleigh, North Carolina, autopsy report, the cause of death of the private pilot was blunt force injuries due to the airplane crash and the manner of death was accident. The examination was limited by extensive injuries; no natural disease was identified by the medical examiner.

Toxicology testing performed by the FAA Forensic Sciences laboratory detected ethanol in the private pilot’s liver tissue at 0.020 grams per hectogram (gm/hg); no ethanol was detected in muscle tissue. No other tested for drugs were detected in muscle tissue.

According to the Office of the Chief Medical Examiner, Raleigh, North Carolina, autopsy report, the cause of death of the pilot-rated passenger was blunt force injuries due to the airplane crash and the manner of death was accident. The examination was limited by extensive injuries; no contributory natural disease was identified by the medical examiner.

Toxicology testing performed by the FAA Forensic Sciences laboratory detected ethanol in the pilot-rated passenger’s muscle tissue at 0.015 gm/hg; no ethanol was detected in liver tissue.

Irbesartan, a non-impairing medication used to treat high blood pressure, was detected in liver and muscle tissue. 

Toxicology testing detected cannabis’ inactive metabolite carboxy-delta-9-tetrahydrocannabinol (THC-COOH) in the pilot-rated passenger’s liver tissue.

Ethanol

Ethanol is a social drug commonly consumed by drinking beer, wine, or liquor. It acts as a central nervous system depressant; it impairs judgment, psychomotor functioning, and vigilance. 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 propanol.

Cannabis

The plant Cannabis sativa contains chemicals called cannabinoids; tetrahydrocannabinol (THC) is the primary psychoactive cannabinoid compound. THC's mood-altering effects include euphoria and relaxation. In addition, cannabis causes alterations in motor behavior, time and space perception, and cognition. Significant performance impairments are usually observed for at least 1-2 hours following cannabis use, and residual effects have been reported up to 24 hours.

THC is rapidly metabolized, but the rate of metabolism is not linear and depends on the means of ingestion (smoking, oil, and edibles), potency of the product, frequency of use, and user characteristics. The primary metabolite, 11-hydroxy-delta-9-THC, is equally psychoactive but is rapidly metabolized to the non-psychoactive metabolite THC-COOH. THC is fat soluble, so is stored in fatty tissues and can be released back into the blood long after consumption. So, while the psychoactive effects may last a few hours, THC can be detected in the body for days or weeks. Thus, test results do not necessarily reflect recent use and cannot be used to prove that the user was under the influence of the drug at the time of testing.



Pictured are Eva and Gregory Boll


Pictured are Felix and Roberta Laquidara


Location: Castalia, NC
Accident Number: ERA19FA188
Date & Time: 06/07/2019, 1333 EDT
Registration: N709CH
Aircraft: Piper PA46
Injuries:4 Fatal 
Flight Conducted Under: Part 91: General Aviation - Personal 

On June 7, 2019, about 1333 eastern daylight time, a Piper PA 46-350P, N709CH, broke up in flight following an encounter with weather near Castalia, North Carolina. The private pilot, a pilot-rated passenger, and two other passengers were fatally injured. The airplane was destroyed. The airplane was registered to the pilot and was operated under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Day, instrument meteorological conditions prevailed in the area, and an instrument flight rules flight plan was filed for the flight. The flight originated at Naples, Florida (APF) and was destined for Easton Airport (ESN), Easton, Maryland.

According to preliminary air traffic control radar and voice communication information from the Federal Aviation Administration, the flight was on a northeasterly ground track at flight level (FL) 270 over eastern North Carolina when the pilot reported that there was weather ahead on his radar. After discussing the weather with the controller and reviewing options, the flight was eventually cleared direct to the Franklin VOR. About two minutes prior to the accident, the pilot reported that they were entering an area of rain. The airplane was then observed climbing to FL273, followed by a rapidly descending right turn and loss of radio and radar contact. The controller made numerous attempts to contact the pilot, to no avail. A postaccident review of recorded weather radar data indicated that the airplane was in the vicinity of heavy rain and thunderstorms at the time of the accident.

The airplane impacted wooded terrain about 4 miles northeast of the town of Castalia. The outboard sections of the wings and a section of the elevator were found about 1.4 miles northeast of the main wreckage. Several components of the empennage have not been located due to the dense forest in the area. The main wreckage consisted of the entire fuselage and the inboard sections of the wings. The fuselage was found inverted on a heading of 045°. There was no fire.

The pilot, seated in the left cockpit seat, was also the registered owner and operator of the airplane. He held a private pilot certificate with an airplane single-engine land rating. He did not hold an instrument rating. A review of his pilot logbook revealed that he had logged about 312 hours total flight time, including 147 hours in the accident airplane. His latest flight review was recorded on October 3, 2017.

The pilot-rated passenger, seated in the right cockpit seat, held a private pilot certificate with an airplane single-engine land rating. He held an instrument rating. A review of his pilot logbook revealed that he had logged about 1,062 hours total flight time, including 173 hours in the accident airplane. His most recent flight review was recorded on April 14, 2017. He had not logged any actual instrument time or instrument approaches during the 12 months prior to the accident.

The low wing, retractable tricycle landing gear airplane was manufactured in 2007. In 2017, the original reciprocating engine was removed and a Pratt and Whitney PT6A-35 turboprop engine was installed per a JetProp LLC supplemental type certificate. An annual inspection was completed on April 29, 2019. The total time on the airframe at the time of the accident was 1,449 hours and the engine had accumulated 226 hours time in service since new.

The wreckage was retained for further examination. 

Aircraft and Owner/Operator Information

Aircraft Make: Piper
Registration: N709CH
Model/Series: PA46 350P
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: Day
Observation Facility, Elevation: RWI, 157 ft msl
Observation Time: 1353 EDT
Distance from Accident Site: 18 Nautical Miles
Temperature/Dew Point: 27°C / 22°C
Lowest Cloud Condition: Few / 3600 ft agl
Wind Speed/Gusts, Direction: Calm / ,
Lowest Ceiling: Broken / 9000 ft agl
Visibility:  9 Miles
Altimeter Setting: 29.84 inches Hg
Type of Flight Plan Filed: IFR
Departure Point: Naples, FL (APF)
Destination: Easton, MD (ESN)

Wreckage and Impact Information

Crew Injuries: 1 Fatal
Aircraft Damage: Destroyed
Passenger Injuries: 3 Fatal
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None 
Total Injuries: 4 Fatal
Latitude, Longitude: 36.137222, -77.995833 (est)

WHITAKERS, North Carolina — Four people and two dogs died Friday afternoon when their small plane crashed off Taylor's Store Road in Nash County.

Nash County Sheriff Keith Stone initially said that only two people were aboard the plane. Furhter investigation that stretched into Saturday showed four people – all from Naples, Florida – were on board.

They are:
Evva Leigh Boll, 48
Gregory Boll, 57
Roberta Laquidara, 52
Felix Laquidara, 53

They were traveling from Naples to Easton/Newman Field in Maryland, according to a report from the North Carolina State Highway Patrol. The Federal Aviation Administration reported that the plane was a Piper PA-46.

Someone called 911 around 2 p.m. saying part of a plane had landed in their yard, Stone said. Two wings were found near Harrison Road. The last radar sighting of the plane came around N.C. Highway 43 and Harrison Road.

While rain slowed the investigation Friday evening, Charles Tolan and his friends found the fuselage about a mile away in the woods using four-wheelers.

“It’s right in the middle of thick woods,” Tolan said. “Knocked two trees down, laying on a tree.”

Brenda Hawkins was sitting on her porch when she heard the crash.

“It sounded like a propeller or something, real loud,” she said. “I was looking around for it, but I couldn’t see anything — it was raining. All of a sudden I heard a big boom, like it hit ground.”

Multiple agencies were involved in the search for the plane, including the sheriff's office, Emergency Medical Services, the State Highway Patrol, the North Carolina Wildlife Resources Commission, the North Carolina Department of Transportation and the North Carolina Forest Service.

The National Transportation Safety Board will oversee the investigation to determine the probable cause of the crash.