NTSB Factual Report

HISTORY OF FLIGHT

On November 29, 2011, at 1824 central standard time, a Piper Aircraft, Inc., PA-31 (Navajo), N6485L, impacted obstructions during an emergency landing at Lakefront Airport (NEW), New Orleans, Louisiana. During cruise flight the commercial pilot became incapacitated and died. The passenger suffered minor injuries. The airplane sustained minor damage. The airplane was registered to a private individual and operated by another private individual as a personal flight under the provisions of 14 Code of Federal Regulations Part 91. Night visual meteorological conditions prevailed and no flight plan was filed. The flight originated about 1547 from Stephenville Airport (SEP), Stephenville, Texas.

The passenger, who was not a pilot, reported the airplane was eastbound in cruise flight when he noticed that the pilot was in distress and then became unresponsive. With just the two occupants on-board, the passenger described several instances when the airplane was out of control while he was providing first aid to the pilot. The passenger was able to regain control and maneuvered the airplane toward the lights of the city. He then headed towards a flat open area, which turned out to be runways at NEW.

Witnesses at the airport observed the lights of the airplane moving erratically when they saw it make a turn, descend toward the airport, and land on the runway. After impacting the runway, the airplane departed the left side of the runway, struck signage and lights, then crossed back over the runway. The airplane came to rest upright in a grassy area to the right of the runway. Emergency first responders who observed the event arrived at the scene within two minutes and provided aid. The commercial pilot was unresponsive and was and later declared deceased.

PERSONNEL INFORMATION

Pilot

The pilot, age 69, held a commercial pilot certificate with airplane single and multiengine land, and instrument airplane ratings. He was issued a third class airman medical certificate, without limitations, on October 17, 2011.

The pilot's logbook and flight records were not available for examination. He reported on his most recent FAA airman medical application that he had logged 9,500 hours of total flight experience; with about 60 of those hours in the past 90 days.

Passenger

The passenger, age 45, reported that he did not hold either a driver license or a pilot certificate. He also reported that he had never before flown an airplane.

The passenger reported that he was a citizen of Mexico and a resident of Guadalajara, Jalisco. An Identification Card issued by the California Department of Motor Vehicles showed he had a residence address in Wasco, California.

AIRCRAFT INFORMATION

The six-seat, low-wing, retractable landing gear, twin-engine airplane, serial number (s/n) 31-449, was manufactured in 1969. The left engine was a 310-hp Lycoming model TIO-540-A2B engine, which drove a Hartzell model HC-EE2YR-2A full feathering 2-blade propeller. The right engine was a 310-hp Lycoming model TIO-540-A2B engine, which drove a Hartzell model HC-EE2YR-2A full feathering 2-blade propeller.

A review of the airframe logbook revealed that the most recent entry was made on March 20, 2011 when an entry noted that an annual inspection had been completed at a tach time of 1,480 hours, and an estimated 7,007 total aircraft hours. Previous annual inspections had been certified by the same inspection authority mechanic at a tach time of 1,479 hours on March 15, 2010; at a tach time of 1,478 hours on March 1, 2009; and at a tach time of 1,478 hours on March 1, 2008. Other annual inspections were noted at a tach time or 1,465.5 hours on September 11, 2006; and at a tach time of 1,339.8 hours on September 18, 2004. No other inspections were seen prior to the 2004 data entry.

METEOROLOGICAL INFORMATION

At 1753 the automated weather observing system at NEW reported wind from 340 degrees at 15 knots, visibility of 10 miles, clear of clouds, temperature 14 degrees C, dew point 4 degrees C, with an altimeter setting of 30.09 inches of Mercury.

Data from the U. S. Naval Observatory showed that sunset occurred at 1700, the end of civil twilight occurred at 1726, and moon transit occurred at 1605, with 24 percent of the Moon's visible disk illuminated.

COMMUNICATIONS AND RADAR

No record of any communications with the accident airplane was found.

A review of FAA air traffic control (ATC) radar showed the airplane in a wandering course generally approaching NEW from the north. The ATC radar tracked the airplane as it made several turns, climbs, and descents which substantially matched the data from the handheld GPS removed from the wreckage. The air traffic controllers were not able to communicate by radio with the airplane, but the air traffic controllers did notify the airport rescue and fire fighting (ARFF) unit at NEW as the airplane approached from the north.

WRECKAGE AND IMPACT INFORMATION

The investigator-in-charge (IIC) performed an examination of the wreckage at the accident scene.

Ground scars and impact marks show the airplane first impacted with a left side load about 300 feet south of the north end of the runway 18L and slightly to the left of the runway center line.

The airplane exited the left edge of the runway surface and impacted obstructions in the grassy area to the east of runway 18L. The taxiway sign at taxiway K was damaged and the ground scars continued in the grass on the east side of runway 18L to other damaged obstructions near taxiway J. The ground scars show the airplane then crossed runway 18L and came to rest in the grassy area to the west of runway 18L and to the east taxiway B with the nose oriented to 288 degrees. The total distance from first impact to final resting location was estimated to be about 2,500 feet.

An examination of the wreckage showed minor damage primarily to the to the airplane's right side There were impact indentations on the bottom left side of the aft fuselage. The right main landing gear outboard door was impact damaged and partially separated from the landing gear housing. Minor damage was observed on both wing tips, the right flap, the right engine cowling and the right propeller. All of which corresponded to damage found on illuminated airport taxiway signage and runway and taxiway lighting near taxiway K and taxiway J.

The postaccident examination of the airframe and engine revealed no evidence of mechanical malfunctions or failures that would have precluded normal operation.

MEDICAL AND PATHOLOGICAL INFORMATION

An autopsy was performed on the pilot by the New Orleans Forensic Center, New Orleans, Louisiana. The classification of death was listed as natural.

Forensic toxicology was performed on specimens from the pilot by the FAA, Aeronautical Sciences Research Laboratory, Oklahoma City, Oklahoma.

The toxicology report stated: NO CARBON MONOXIDE detected in Blood (Cavity); NO CYANIDE detected in Blood (Cavity); NO ETHANOL detected in Vitreous.

The following additional findings were noted:

1.085 (ug/ml, ug/g) Amphetamine detected in Urine

0.046 (ug/ml, ug/g) Amphetamine detected in Blood

0.072 (ug/ml, ug/g) Diphenhydramine detected in Blood

Diphenhydramine detected in Urine

10.005 (ug/ml, ug/g) Methamphetamine detected in Urine

0.345 (ug/ml, ug/g) Methamphetamine detected in Blood

Additional toxicology testing was performed by the St. Louis University Toxicology Laboratory as part of the autopsy. That testing identified the following:

0.29 (ug/ml) Diphenhydramine detected in Blood

0.65 (ug/ml) Methamphetamine detected in Blood

>5 (ug/ml) Methamphetamine detected in Urine

0.61 (ug/ml) Amphetamine detected in Urine

The National Transportation Safety Board (NTSB) Chief Medical Officer reviewed the IIC's narrative, the autopsy report, the toxicology results, the pilot's FAA airman medical certification file, and other documents.

The pilot was first medically certificated in 1960. He initially failed the color vision testing and his third class medical certificate was limited by the restriction: "not valid for night flight or by color signal control". In 1969 he was able to pass the Ishihara color plate test and was issued an unrestricted third class medical certificate. The pilot did not report to the FAA his medical condition and medications which would have been disqualifying for a pilot medical certificate.

After the passenger crash landed the airplane, the pilot was found in cardiac arrest; medical first responders were unable to resuscitate him. An autopsy on the pilot found significant natural disease including cardiomegaly (heart weight of 420 grams; normal for a man of his height would be 349+40 grams). Additionally, there was severe coronary artery disease with 90 percent eccentric narrowing by firm and calcified atherosclerotic plaque in the proximal half of the circumflex coronary artery and approximately 80 percent eccentric narrowing by firm atherosclerotic plaque in the proximal half of the right coronary artery. No stents or evidence of medical intervention for the coronary disease were identified by the pathologist. The coroner determined the cause of death was natural.

Personal medical records were not available for examination. However, according to colleagues and family members, the pilot was known to have high blood pressure, had undergone a procedure two years before to remove plaque from the coronary arteries, and may have had a history of stroke.

ADDITIONAL INFORMATION

An unmarked piece of luggage was found in the cabin. It was not labeled or marked, but based on the clothing inside the IIC identified the luggage as likely belonging to the pilot. The luggage was examined and found to contain: a 1-week pill organizer containing medications later identified as Amlodipine 5 mg; Aspirin 325 mg. Lisinopril 20 mg; and Yellow Translucent Gel Caps with an unknown liquid inside. Also observed was one bottle of Kroger Brand Extra Strength Pain relief PM containing Acetaminophen and Diphenhydramine.

Also in the unmarked luggage a plastic baggie was observed which contained an unmeasured amount of white crystals. Local law enforcement officers responded to the scene and used a police field test kit. They reported that the field test positively identified the crystals as methamphetamine, commonly known as "crystal meth". Other law enforcement officers arrived, visually confirmed the substance and took it into their custody.

NTSB Probable Cause

The pilot's fatal cardiac event, which resulted in the inflight loss of control of the airplane. Contributing to the accident was the pilot's use of impairing medications and operation of the airplane with disqualifying medical conditions.