N7551VCessna 177RG · 1976

On June 12, 2019, about 1050 central daylight time, a QuickSilver Sport 2S light sport airplane, N7551V, was substantially damaged when it was involved in an accident near Henderson, Louisiana. The pilot and passenger were fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

According to track data recovered from a GPS device found at the accident site, at 1032:33, the pilot departed a private airstrip located about 1 mile southwest of Cecilia, Louisiana. After the takeoff to the southeast, he made a left climbing turn to the east-northeast and flew over downtown Cecilia, Louisiana, about 400 ft mean sea level (msl), as shown in figure 1. The pilot then continued northeast until 1036:35 when he entered a left turn toward the west while maintaining a cruise altitude and calibrated airspeed of about 450 ft msl and 55 mph, respectively. At 1042:05, the pilot made a touch-and-go landing at Juneau Landing Strip, a private airstrip located 2.5 miles southeast of Arnaudville, Louisiana. After the touch-and-go landing to the northwest, the pilot entered a right climbing turn toward the east. Between 1044 and 1048, the pilot climbed to a maximum altitude of 878 ft msl while he maintained an east course and a calibrated airspeed of about 50 mph. At 1048:30, the pilot entered a left turn toward north and began a gradual deceleration below 50 mph. During the final 27 seconds of recorded data, the pilot maintained a north course, descended from 816 to 778 ft msl, and decelerated to 43 mph calibrated airspeed (figure 2). At 1049:34, the final GPS data was recorded about 0.48 miles south of the accident site.

There were no witnesses to the accident.

Figure 1. Plot of Ground Track Based on Recorded GPS Data (Entire Flight)

Figure 2. Plot of Ground Track, Altitude, and Calibrated Airspeed (End of Flight)

The pilot did not possess a Federal Aviation Administration (FAA) medical certificate; however, regulations only required him to have a valid driver's license to operate the light sport airplane. According to local law enforcement, the pilot had a valid Louisiana driver's license. A pilot logbook was not located during the investigation.

The passenger held an expired student pilot certificate and did not have an FAA aviation medical certificate. A pilot logbook was not located during the investigation.

The FAA issued the light sport airplane a special airworthiness certificate and registration in November 2007. The FAA registration expired on January 31, 2015, and the airplane’s registration number, N7551V, was subsequently removed from the FAA registry database on January 9, 2018.

The airplane owner did not have any maintenance documentation or records for the airplane. The airplane owner provided a list of flights with associated hour meter readings. The airplane had 342 hours since new when the owner purchased the airplane on May 27, 2014. A new zero-time hour meter was installed after the owner purchased the airplane, but the installation date was not recorded. The airplane’s hour meter indicated 100 hours at the accident site. Based on available documentation, the airplane had accumulated at least 442 hours since new when it crashed.

According to the airplane manufacturer’s specifications, the maximum level speed at sea level was 68 mph; the cruise speed at 75% and 65% engine power was 59 mph and 55 mph, respectively; the landing approach speed was 49 mph; and the aerodynamic stall speed at maximum gross weight was 38 mph.

The FAA issued the light sport airplane a special airworthiness certificate and registration in November 2007. The FAA registration expired on January 31, 2015, and the airplane’s registration number, N7551V, was subsequently removed from the FAA registry database on January 9, 2018.

The airplane owner did not have any maintenance documentation or records for the airplane. The airplane owner provided a list of flights with associated hour meter readings. The airplane had 342 hours since new when the owner purchased the airplane on May 27, 2014. A new zero-time hour meter was installed after the owner purchased the airplane, but the installation date was not recorded. The airplane’s hour meter indicated 100 hours at the accident site. Based on available documentation, the airplane had accumulated at least 442 hours since new when it crashed.

According to the airplane manufacturer’s specifications, the maximum level speed at sea level was 68 mph; the cruise speed at 75% and 65% engine power was 59 mph and 55 mph, respectively; the landing approach speed was 49 mph; and the aerodynamic stall speed at maximum gross weight was 38 mph.

The accident site was on a level dirt road alongside a levee. The elevation at the accident site was 17 ft msl. The initial point of impact was with the top of a tree line located about 50 ft from the main wreckage. The top of the tree line was about 65 ft above ground level. The damage to the airplane was consistent with a nose down pitch attitude at impact, as shown in figure 3. The airplane impacted the dirt road on a north ground track but came to rest inverted on a 320° magnetic heading.

The main wreckage consisted of the entire airplane. There was tree debris conjoined with the inboard portion of the right-wing leading edge, right-wing strut, and the cockpit. All major structural components and flight controls were identified at the accident site. Flight control continuity to the ailerons and rudder was confirmed at the accident site. Elevator control tube continuity was confirmed through an overstress separation located at the aft pivot point. The observed damage to the elevator push/pull tube assembly was consistent with impact related damage. The main fuel tank did not contain any fuel, and the auxiliary fuel tank contained about 1 gallon of fuel. First responders reported that they repositioned the fuel shutoff valve to the off position after seeing fuel leaking from both fuel tanks. Both electronic ignition switches were in the on position. The airplane was equipped with a ballistic recovery parachute, and its activation handle was in the stowed position with the safety pin installed. The ballistic rocket and parachute had deployed upon impact.

Figure 3. Main Wreckage at the Accident Site

The engine separated from the airframe engine mounts during impact. The engine did not exhibit any crankcase or cylinder fractures, nor was there any evidence of oil leaks on the exterior engine components. The sparkplugs exhibited features consistent with normal engine operation. Both carburetors separated from their respective induction tubes, their respective fuel bowls contained residual fuel, and no contamination was observed in the bowls or fuel screens. Both induction tubes contained sandy soil deposits, consistent with dirt ingestion upon impact. Internal engine and valve train continuity were confirmed as the engine crankshaft was rotated. Compression and suction were noted on both cylinders in conjunction with crankshaft rotation. The rotary induction valve was undamaged. The ignition system provided spark at all four spark plugs when the electric starter motor was used to rotate the crankshaft. The cylinder wall, piston dome, and piston skirt exhibited features consistent with normal engine operation. The propeller reduction gear box was disassembled, and no anomalies were observed with the gearing or clutch assembly. The propeller hub remained attached to the reduction gearbox. The carbon-composite propeller blades exhibited damage consistent with rotation at impact.

The postaccident examination revealed no evidence of a mechanical malfunction or failure that would have precluded normal operation of the airplane before it collided with trees and terrain.

Pilot

An autopsy of the pilot was performed by Louisiana Forensic Center, LLC, Broussard, Louisiana, which identified the cause of death as blunt force trauma. No significant natural disease was identified during the autopsy. Toxicological testing, completed by the FAA Forensic Sciences Laboratory, identified 0.313 µg/mL of diphenhydramine in blood and detected diphenhydramine liver samples. Additionally, the inactive metabolite of the sedating medication clonazepam, 7-aminoclonazepam, was detected in heart blood at 0.034 µg/mL and liver tissue at 0.052 micrograms per gram. No carboxyhemoglobin or ethanol was detected in blood samples.

Diphenhydramine is a sedating antihistamine, commonly marketed as Benadryl, and is available over the counter in many products commonly used to treat colds, allergies, and insomnia. The therapeutic range is 0.025 to 0.100 µg/mL and it has a half-life of 3 to 14 hours. Diphenhydramine undergoes postmortem distribution and central levels may be two-to-three times higher than peripheral levels.

Clonazepam, commonly marketed as Klonopin, is indicated for use in in treating seizure disorder and panic disorder. The therapeutic range for clonazepam is 0.005 to 0.070 µg/mL, and its half-life ranges from 19 to 60 hours; clonazepam’s inactive major metabolite is 7-aminoclonazepam. Clonazepam carries the warning that use of the medication may impair the physical and mental ability to perform hazardous tasks.

Passenger

An autopsy of the passenger was performed by Louisiana Forensic Center, LLC, which identified the cause of death as blunt force trauma. No significant natural disease was identified during the autopsy. Toxicology testing, completed by the Federal Aviation Administration’s Forensic Sciences Laboratory, was negative for all tested drugs, medications, carboxyhemoglobin, and ethanol.