N6796NMooney M20C · 1968

On December 31, 2021, about 1330 mountain standard time, a Mooney M20C, N6796N, was destroyed when it was involved in an accident near Marana, Arizona. The pilot was fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

The pilot's family reported that he had departed Marana Regional Airport (AVQ), Marana, Arizona, on December 31, 2021, with an intended destination of French Valley Airport (F70), Murrieta/Temecula, California. Flight Service was notified by concerned family that the pilot had not arrived at the French Valley Airport and was 5 hours overdue. The Federal Aviation Administration (FAA) issued an Alert Notice shortly after. The airplane wreckage was located by a search and rescue (SAR) air unit the morning of January 4, 2022. There are no known witnesses to the accident sequence.

The flight track data provided by SAR started about 2 ½ miles northwest of AVQ at 1929:38. The flight track data showed the accident airplane on a northwest heading; however, the data contained only general headings with no altitudes. About 1943:43, the flight track data showed the airplane made a left turn and continued on a southwest heading. The data showed that at 1952:40 the airplane started a series of turns until radar contact was lost at 2004:52.

An animation of the flight track data with a weather overlay was also provided by SAR. The animation showed the airplane enter an area of weather, then enter into several turns before contact was lost.

At the time of the accident, the pilot had accumulated about 540 total hours of flight experience, of which 4.5 hours were in simulated instrument conditions.

The AVQ airport’s automated weather observation station reported that, at 1335 mountain standard time, the wind was from 080° at 8 knots, visibility of 10 statute miles, ceiling broken at 3,800 ft agl, overcast at 9,000 ft agl, temperature of 19°C, dew point of 10°C, and altimeter setting of 29.54 inches of mercury.

The Ak-Chin Regional Airport (A39), Maricopa, Arizona, Automated Weather Observing System (AWOS), located about 19 miles north-northeast of the accident location, reported that, 1355 mountain standard time, the wind was from 350° at 11 knots, visibility of 2 statute miles, moderate rain, mist, scattered clouds at 600 feet agl, ceiling broken at 2,300 feet agl, overcast clouds at 2,900 feet agl, temperature 12° C, dew point of 12°C, and altimeter setting of 29.63 inches of mercury.

The area forecast discussion information for the accident time indicated marginal visual flight rules (MVFR) and localized instrument flight rules (IFR) weather, with a slight chance of thunderstorms, rain, and gusty wind conditions.

An Airmen’s Meteorological Information (AIRMET) SIERRA advisory for instrument flight rule (IFR) conditions called for mountain obscuration, moderate turbulence between flight level (FL) 180 and FL390 and moderate icing between the freezing level and FL200 were active for the accident location at the accident time.

A High-Resolution Rapid Refresh (HRRR) model sounding near the accident site at 1300 identified cloudy conditions from about 3,700 to 11,200 ft msl.

There were no air traffic control services provided to the pilot during the accident flight. It is unknown if the pilot obtained a preflight weather briefing.

Examination of the accident site revealed that the airplane impacted open desert terrain about 56 miles northwest of the Marana Regional Airport at an elevation of 2,162 ft msl. The wreckage debris path was about 960 ft in length, and oriented on a heading of about 308°. All major structural components were observed throughout the debris path.

Figure 1: Aerial view of accident site.

Flight control continuity was not established due to impact damage and multiple separations of the flight control cables throughout the entire airplane. Examination of the engine revealed no evidence of any preexisting anomalies that would have precluded normal operation.

The National Library of Medicine provides information and guidance in an article titled, “Physiology Of Spatial Orientation,” which states spatial disorientation, as described by Benson, occurs when “the pilot fails to sense correctly the position, motion, or attitude of his aircraft or of himself within the fixed coordinate system provided by the surface of the Earth and the gravitational vertical.”

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 IFR conditions, frequent transfer between visual flight rules and IFR 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.

An autopsy of the pilot was performed by the Pinal County Sheriff’s Office in Florence, Arizona. The cause of death was multiple blunt force trauma.

Toxicology testing performed by the FAA’s Forensic Sciences Laboratory detected 1150 ng/g of methamphetamine in liver and 113 ng/g muscle. In addition, 150 ng/g of amphetamine (the primary metabolite of methamphetamine) was found in liver. Amphetamine was also identified in muscle.

Methamphetamine is a Schedule II controlled substance and is available in low doses by prescription to treat ADHD, ADD, obesity, and narcolepsy. It is also readily available as a street drug. Symptoms of street use of methamphetamine follow a typical pattern. In the early phase, users experience euphoria, excitation, exhilaration, rapid flight of ideas, increased libido, rapid speech, motor restlessness, hallucinations, delusions, psychosis, insomnia, reduced fatigue or drowsiness, increased alertness, a heightened sense of well-being, stereotypes behavior, feelings of increased physical strength, and poor impulse control. In addition, the heart rate, blood pressure, and respiratory rate increase and they may have palpitations, dry mouth, abdominal cramps, twitching, dilated pupils, faster reaction times, and increased strength. As the initial effects wear off users commonly experience dysphoria, restlessness, agitation, and nervousness; they may experience paranoia, violence, aggression, a lack of coordination, delusions, psychosis, and drug craving.

Title 14 CFR Section 91.17 (a) states, in part, that

No person may act or attempt to act as a crewmember of a civil aircraft (1) Within 8 hours after the consumption of any alcoholic beverage; (2) While under the influence of alcohol; (3) While using any drug that affects the person's faculties in any way contrary to safety; or (4) while having an alcohol concentration of 0.040 gm/dL or greater in a blood or breath specimen.