WPR21FA057

The pilot departed from the airport with moderate-to-heavy storms over the departure area. He flew a path through the storms on a north-northeast track for about 50 nautical miles (nm). Automatic dependent surveillance-broadcast (ADS-B) radar track data discontinued briefly and when the track data were reacquired, they showed the airplane in a tight 360° right turn. The airplane then continued southwest for about 5 nm before turning to the west and then north in the vicinity of a small area of rain showers. The airplane entered a right spiral turn until track data were lost. A postaccident examination of the airframe and engine revealed no evidence of any preimpact mechanical malfunctions or failures that would have precluded normal operation. Toxicology testing indicated that the pilot used two sedating drugs at some point before the flight but the specimens available for testing were insufficient to readily reflect the antemortem peripheral blood levels. Whether impairment by the pilot’s use of a combination of sedating drugs contributed to the circumstances of this accident could not be determined from the available information. The ADS-B radar data and damage to the airplane were consistent with a loss of control; however, the reason for the loss of control could not be determined.

On November 19, 2020, about 1709 Pacific standard time (PST), a Blevins Kamron Odyssey, N562TB, was destroyed when it was involved in an accident near Arlington, Washington. The pilot was fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. ADS-B radar data indicated that the airplane departed Tacoma Narrows Airport (TIW), Tacoma, Washington, about 1556, and turned westbound followed by a turn and a north-northeast track for about 50 nm until it reached an area near Lake Cavanaugh where track data discontinued briefly. After track data were reacquired, they showed the airplane in a tight 360° right turn, then it continued southwest for about 5 nm before turning to the west and then north. The airplane then entered a right spiral type turn until track data were lost at 1709. During a postaccident examination of the engine, both cylinders were removed and examined internally. A normal amount of combustion deposits was observed within the combustion dome of each cylinder and piston face. All the intake and exhaust valves were unremarkable. The top and bottom spark plugs were automotive type spark plugs; they were removed and exhibited normal operational signatures. The carburetor was separated from the engine and exhibited impact damage to the top of the diaphragm cover. The carburetor float bowl was free of debris and found unremarkable. The throttle lever was intact, undamaged, and moved freely from stop to stop. The electric fuel pump was tested by connecting it to a battery. The fuel pump emitted a mechanical noise and liquid was expelled from the outlet fuel line. The closest automated weather observation system (AWOS) report was obtained from Arlington Municipal Airport (KAWO), about 9 miles from the accident site. The 1656 PST observation included wind from 130° at 9 knots, visibility 10 miles or more, a few clouds at 2,700 ft agl, ceiling overcast at 4,100 feet, temperature 8° Celsius (C), dew point 5° C, altimeter 30.32 inches of mercury. The National Weather Service (NWS) National Composite Radar Mosaic was obtained for the period surrounding the time of the accident. The image depicted an area of moderate-to-heavy echoes over the departure area with scattered echoes over and near the accident site. The NWS Seattle (KATX) WSR-88D radar depicted echoes of 5 to 20 dBZ along the flight track. The airplane approached a small area of echoes with maximum reflectivity near 45 dBZ, when the accident occurred (see figure 1). Figure 1. NWS Seattle WSR-88D image for 1705 PST with the flight track overlaid and the approximate accident site marked. The NWS Aviation Weather Center had a full series of AIRMETs current for the area for mountain obscuration, moderate turbulence below 14,000 ft, and moderate icing conditions at the time of the accident. Toxicology testing performed by the FAA’s Forensic Sciences Laboratory identified cetirizine, a sedating antihistamine often marketed with the nameZyrtec, at 83 ng/ml, and hydroxyzine, a sedating anxiolytic/antihistamine, at 28 ng/ml as well as rosuvastatin (a cholesterol-lowering medication) in cavity blood. All three were also identified in urine. Hydroxyzine is available by prescription and is used as both an anxiolytic and an antihistamine. It carries a warning about drowsiness, operating a motor vehicle, and combining it with other drugs than depress the central nervous system. Common levels of cetirizine in peripheral blood thought to have effects are between about 100 and 600 ng/ml; the range for hydroxyzine is between 50 and 100 ng/ml. Rosuvastatin is not considered impairing. An autopsy of the pilot was performed by the Snohomish County Medical Examiner, which listed the cause of death as “multiple blunt force injuries.” The pilot most recently applied for an aviation medical certificate on May 28, 1987. At that time, he reported no medical conditions and no use of medications to the FAA. He was issued a third-class medical certificate without limitations.