WPR23FA143

The pilot and airplane were reported missing by family members. A multi-agency search was conducted; radar data believed to represent the missing airplane showed a westerly track to 10 miles east of Queets, Washington. The airplane wreckage was found 5 weeks later in an area of dense trees one mile north of the last radar target. Shortly after departure, evidence suggests the pilot turned off the airplane’s transponder. The airplane likely encountered instrument meteorological conditions and icing along the route of flight. Although evidence suggests the pilot had been drinking alcohol shortly before the accident, the pattern of the pilot's ethanol results indicates that some or all the detected ethanol likely was from sources other than alcohol consumption. This conclusion is consistent with the severity of the pilot’s injuries, the delayed recovery of his remains, and the presence of other volatiles (n-butanol, isopropanol, and acetone) in some of the tested specimens. However, the results do not exclude the possibility that the pilot may have consumed ethanol and may have been impaired by ethanol effects at the time of the crash. Thus, whether ethanol effects contributed to the crash could not be determined. Postaccident examination of the airplane revealed no evidence of any preimpact mechanical malfunctions or failures that would have precluded normal operation.

On March 6, 2023, about 1815 Pacific standard time, a Cessna T182T, N24289, was destroyed when it was involved in an accident near Queets, Washington. The pilot was fatally injured. The airplane was registered to and operated by a private individual as a Title 14 Code of Federal Regulations Part 91 personal flight. On March 7, 2023, about 0542, family members reported the missing pilot and airplane to local law enforcement. Law enforcement personnel located the pilot’s vehicle and cell phone near his hangar at Tacoma Narrows Airport (TIW), Tacoma, Washington; shortly thereafter, the Federal Aviation Administration issued an alert notice (ALNOT) for the missing airplane. Preliminary ADS-B data provided by the Washington State Department of Transportation Search and Rescue team (WSDOT SAR) indicated the airplane departed TIW about 1735. The data showed the airplane initially on a southerly track followed by a track to the west after departure. The last ADS-B target was about 10 miles west of TIW at 4,700 ft mean sea level (msl). WSDOT SAR personnel, with assistance from the United States Air Force’s specialized radar forensics team, provided primary radar track data believed to be the missing airplane. The data showed a target that continued on a westbound track for 24 miles, followed by a turn to a northwesterly track for another 43 miles. The last radar return was at 1815 about 10 miles east of Queets. (See Figure 1.) On March 19, 2023, the ALNOT was canceled because the airplane had not been located; however, on April 10, 2023, WASDOT SAR personnel located the airplane wreckage about 1 mile north of the last radar target. Figure 1. Airplane's Flight Track An autopsy of the pilot was performed by the Grays Harbor County Coroner. The cause of death was reported as multiple blunt force injuries due to a small airplane crash and the manner of death was undetermined. Due to the extent of the pilot’s injuries, his autopsy was severely limited for examination for natural disease. National Medical Services (NMS) Labs postmortem toxicological testing of spleen blood from the pilot detected ethanol, but a reproducible result could not be obtained. Toxicology testing performed at the FAA Forensic Sciences Laboratory detected ethanol at 0.089 h/hg in liver tissue, 0.062 g/hg in kidney tissue, 0.131 in muscle tissue, and 0.123 g/hg in heart tissue. N-butanol and isopropanol were detected in liver and heart tissue. Acetone was detected in liver, heart and muscle tissue. The 1753 recorded weather observation at Quillayute Airport (UIL), Quillayute, Washington, about 35 miles to the north-northwest of the accident location, included wind from 140° at 8 knots gusting to 19 knots, visibility 9 miles, light rain, broken clouds at 1,900 ft above ground level (agl), overcast clouds at 2,300 ft agl, temperature 4° C, dew point 3° C, and an altimeter setting of 29.91 inches of mercury. The High-Resolution Rapid Refresh (HRRR) numerical sounding model data indicatedthat the freezing level was at 1,581 ft and moderate clear type icing conditions between 2,500 ft through 5,000 ft with layers of moderate mixed ice and light rime ice from 5,000 through 11,000 ft. The National Weather Service (NWS) closest Weather Surveillance Radar Doppler was located about 24 miles south of the accident site. Reflectivity of 36 decibels (dBZ) was measured at 1851, indicating moderate intensity echoes immediately west of the accident site and along the general flight track. The NWS issued a Graphic-AIRMET at 1700 that advised of expected southeasterly winds of 5 to 15 knots over the area with a 60% to 70% chance of rain and snow showers, and overcast clouds with bases at 2,000 ft msl with tops to 24,000 ft. An area that included the accident site depicted moderate icing conditions between the freezing level and 12,000 ft. Pilot reports (PIREPs) were reviewed and indicated that icing conditions were reported between 4,000 and 10,000 ft within 120 miles of the last radar target of the accident flight. The intensity or severity of icing PIREPS ranged from light mixed (2 reports) and light rime (1 report). A receipt from a grocery store was found inside the pilot’s car; a 750 ml bottle of bourbon was purchased about 6 hours before the accident flight. The pilot’s girlfriend and his daughter reported that the pilot had been drinking alcohol the night before the accident flight. He appeared to be intoxicated early the next morning when he arrived home. They stated the pilot had been experiencing a lot of stress and had been feeling down, and that he had been drinking a lot more recently. The airplane wreckage was located at an elevation of 507 ft msl within heavily wooded terrain, surrounded by hemlock, silver fir, and cedar trees with heights reaching about 80 ft. The first identified point of impact was a tree topped at a height of about 36 ft about 120 ft south of the main wreckage. The topped tree heights progressively decreased to the main wreckage, where a 12-inch diameter tree trunk had been topped 15 ft from the ground. The first 50 ft of the debris field consisted of tree limbs and fragments of the right wing and wingtip. The right outboard aileron was found about midway between the first impact point and the main wreckage. Proceeding towards the wreckage, fragments of red lens material along with the lower induction section of the engine cowling were found. The left-wing strut mount and upper cowling followed. The right-wing strut and right inboard aileron were found about 20 ft to the west of the main wreckage., Fragments of the left wing, flap, and aileron were located about 20 ft east of the main wreckage. The main wreckage was in a 30-ft-wide tree well. The forward cabin and instrument panel were crushed over and were covering the engine, which was embedded in the soft ground. The cockpit and fuselage were fragmented and commingled. Just to the north, the empennage came to rest separated from the fuselage just forwardof the horizontal stabilizer. The elevator and vertical stabilizer were crushed and folded in on themselves. The elevator trim tab actuator had an extension of 1.5 inches, which according to Textron Aviation’s documentation corresponded to about 10 degrees tab up. The fuel tanks were fragmented and no fuel smell was detected (the airplane was exposed to the elements for over a month). All four corners of the airplane were located. During airplane recovery the top of a glass bottle was found. It was consistent in appearance of the bottle of bourbon on the receipt found in the pilot’s car purchased about 6 hours before flight. The bottle lid was missing, and the top foil had a serrated edge consistent with having been been twisted and opened. Postaccident examination of the engine and airframe revealed no evidence of any preimpact mechanical malfunctions or failures that would have precluded normal operation. All cockpit instrumentation, including the transponder, were destroyed and unable to be examined.