N55168Piper PA-28-180 · 1973

On December 16, 2020, about 0439 central standard time, a Piper PA-28-180 airplane, N55168, was destroyed when it was involved in an accident near Barksdale Air Force Base (BAD), Bossier City, Louisiana. The student pilot and passenger were fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

The flight originated from Shreveport Downtown Airport (DTN), Shreveport, Louisiana, during night instrument meteorological conditions. Security video and records showed that the airport’s pilot-controlled lighting was activated about 0412 and that an airplane departed runway 14 about 0417. Radar data began tracking the airplane about 1 minute later. The airplane flew along an irregular flightpath to the east and maneuvered over BAD for about 20 minutes. An air traffic controller at Shreveport Regional Airport, Shreveport, Louisiana, contacted the BAD tower controller and informed him of an airplane flying between 500 and 1,000 ft near the airbase. The BAD tower controller turned up the runway lights to full brightness and attempted to contact the airplane on the radio but did not receive a response.

Radar data indicated that the airplane’s altitude varied between about 600 and 1,800 ft mean sea level during the flight and showed the airplane in a left descending turn before the radar data ended about 0439. The airplane impacted remote wooded terrain, resulting in the separation of the left wing, the partial separation of the right wing, and crushing and deformation of the fuselage. The airplane was equipped with Appareo Status 3 and Garmin GPSMap 496 devices, which recorded flight data to nonvolatile memory. The recorded flight data on both devices duplicated the accident flight track shown by radar data; the figure below shows the flight track data from the Garmin device.

Figure. Airplane flight track.

According to one of the student pilot’s certificated flight instructors (CFI), he issued the pilot a local traffic pattern solo endorsement on November 21, 2020 (less than 1 month before the accident), with the limitation that he was not to fly solo without first calling the CFI to review weather information and notices to air missions. The CFI stated that he had explained to the student pilot that his solo endorsement did not allow him to carry passengers. The student pilot did not contact that CFI before the accident flight.

Another CFI, who had not yet flown with the student pilot, met him during the evening before the accident. The student pilot went to the CFI’s home to pick up the pilot’s operating handbook for the airplane and informed the CFI that he was planning a cross-country flight for the next morning. The CFI told him not to fly because the weather forecast included in-flight icing and low ceilings. The CFI spoke to the pilot pointed out the low ceilings and unsuitable weather, and CFI stated that the pilot seemed to understand what he had been told. The CFI further stated that the pilot did not appear to be “under any type of influence” that would affect his decision-making abilities.

The student pilot held a third-class medical certificate without limitations. At his Federal Aviation Administration (FAA) medical certification examination on June 30, 2020, the student pilot reported no medications and no medical concerns. According to his father, the student pilot was taking Vyvanse, for attention deficit hyperactivity disorder (ADHD).

The student pilot’s logbook was not located during the investigation.

The 0426 automated report from the BAD weather observing equipment (13 minutes before the accident) indicated that the wind was from 330° at 9 knots, visibility was 7 statute miles, ceiling was overcast at 400 ft above ground level, the temperature of 4°C, the dew point was temperature 3°C.

The airplane impacted wooded terrain in a remote section of BAD. The left and right wings struck trees and terrain; the left wing separated from the fuselage, And the right wing had partially separated from the fuselage. The engine compartment and cockpit portions of the fuselage exhibited significant impact and crushing deformation. Postaccident examination of the wreckage revealed no anomalies with the airframe or engine that would have precluded normal operation.

The FAA Civil Aeromedical Institute's publication, "Introduction to Aviation Physiology," defines spatial disorientation as a “loss of proper bearings; state of mental confusion as to position, location, or movement relative to the position of the earth.” Factors contributing to spatial disorientation include changes in acceleration, flight in instrument flight rules conditions, frequent transfer between visual flight rules and instrument flight rules conditions, and unperceived changes in aircraft attitude.

The FAA’s Airplane Flying Handbook (FAA-H-8083-3B) describes some hazards associated with flying when the ground or horizon are obscured. The handbook states, in part, the following:

The vestibular sense (motion sensing by the inner ear) in particular can and will confuse the pilot. Because of inertia, the sensory areas of the inner ear cannot detect slight changes in airplane attitude, nor can they accurately sense attitude changes that occur at a uniform rate over a period of time. On the other hand, false sensations are often generated, leading the pilot to believe the attitude of the airplane has changed when, in fact, it has not. These false sensations result in the pilot experiencing spatial disorientation.

The Bossier Parish Coroner’s Office conducted an autopsy of the student pilot. His cause of death was multiple blunt force injuries. Toxicology testing performed by the FAA Forensic Sciences Laboratory detected amphetamine in the student pilot’s blood (346 ng/mL) and urine (218 ng/mL), cetirizine in his urine, and metoclopramide and phenylpropanolamine in his blood and urine.

Amphetamine is a prescription medication used to treat ADHD, among other conditions. In some preparations, the prescription drug is metabolized to amphetamine; commonly marketed names include Adderall, Dexedrine, and Vyvanse. It is a central nervous stimulant and widely used drug of abuse. Therapeutic concentrations of amphetamine ranges from 20 to 100 ng/mL; concentrations greater than 200 ng/mL represent abuse. The half-life of amphetamine is between 10 and 13 hours. Amphetamine carries a boxed warning about its potential for abuse and drug dependence. It also carries warnings about an increased risk of sudden death and the potential for mental health and behavioral changes. At lower doses, amphetamine has few effects on cognitive functioning; risk-taking increases at higher doses.

ADHD is a mental health disorder that features inattention, impulsivity, and hyperactivity. It is also associated with impairments in motor inhibition, reaction time, visual-motor coordination, executive functioning, decision-making, and rule-governed behavior. Cetirizine is an antihistamine used to relieve hay fever and allergy symptoms. It is available over the counter and is commonly marketed as Zyrtec. Although designed to be less sedating, cetirizine does have some sedating properties. The half-life of cetirizine is between 6.5 and 10 hours. FAA provides guidance on wait times before flying after using this medication.

Metoclopramide is a gastric reflux medication, and phenylpropanolamine is a decongestant. Both are considered non-impairing.