Event CEN22FA058

Factual narrative

HISTORY OF FLIGHTOn December 3, 2021, about 1823 central standard time, a Cessna 182L, N182NS, was destroyed when it was involved in an accident near Bonnerdale, Arkansas. The pilot was fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. The accident airplane was the lead airplane in a flight of two that departed Mendin, Louisiana (MNE) about 1738, destined for Clarksville, Arkansas (H35). The non-instrument rated pilot of the second airplane stated that before departure, they both reviewed the en route weather and he recalled the cloud layers were reported scattered at 1,500 ft with an overcast ceiling at 2,000 ft. Together, they decided to climb to 1,500 ft mean sea level (msl) for the flight and agreed that the Ralph C Weiser Field Airport (AGO) in Magnolia, Arkansas, would be their alternate airport if the clouds were too low. AGO was located about 35 nm northwest of MNE. The pilot of the second airplane stated that he took off behind the accident pilot and described the weather as “already sketchy.” He was able to see the ground, but there was no forward visibility. About 20 minutes into the flight and prior to reaching AGO, they were in instrument meteorological conditions (IMC). Both pilots were communicating via radio transmissions while in flight and they decided not to divert to AGO because the accident pilot told him that he thought the clouds would clear up and they should continue to the destination. According to the pilot, as they neared Hot Springs, Arkansas, they “were in full IMC” and both were flying at 1,600 ft msl, 140 knots and on a 351° heading. He stated that he glanced down at his phone to check his flight path and saw the track information from the accident airplane had turned and it was on a southeast heading. Unable to reach the accident pilot on the radio, he continued ahead. He continued the flight at 3,500 ft msl and did not exit IMC until the Danville, Arkansas area. A review of Federal Aviation Administration (FAA) automatic dependent surveillance broadcast (ADS-B) data showed that after the accident airplane departed MNE, it climbed to about 1,600 ft GPS altitude and flew a relatively straight flight path north. About 1.5 nm south of Trap Mountain, the airplane began a gradual descent. About ½ nm south of Trap Mountain, the airplane began a shallow right turn. ADS-B data ceased over Trap Mountain at an altitude of 1,175 ft. Although not labeled as Trap Mountain on the sectional chart, the mountain is denoted with an altitude of 1,095 ft msl. WRECKAGE AND IMPACT INFORMATIONThe accident airplane impacted the north side of Trap Mountain and came to rest at an elevation of about 1,071 ft msl. The initial impact point was the top of an estimated 30 ft tree and a portion of the right lower wing skin remained in the tree. The main wreckage traveled about 100 ft and the left wing was located about 144 ft from the initial impact point. The airplane came to rest inverted and highly fragmented. A postaccident examination revealed that all flight control cables, with the exception of one elevator cable, were connected at the flight control surface and the cockpit control. The disconnected elevator cable was located within the debris field. Flight control cable continuity could not be established due to the fragmented nature of the airplane. The engine was examined with no preimpact damage or mechanical malfunction noted. The propeller separated from the engine at the propeller hub and exhibited chordwise striations, and leading and trailing edge damage along the length of both blades. MEDICAL AND PATHOLOGICAL INFORMATIONAn autopsy of the pilot was performed by the Arkansas State Crime Laboratory, Little Rock, Arkansas. The cause of death was listed as multiple blunt force injuries. FAA Forensic Sciences Laboratory toxicology testing detected the antipsychotic medication Quetiapine in the pilot’s liver tissue at 9 nanograms per gram (ng/gm) and in his muscle tissue. The high blood pressure medications amlodipine, metoprolol, and valsartan were detected in his liver and muscle tissue; these substances are generally considered non-impairing. Ethanol was detected in the pilot’s liver tissue at 0.017 grams per hectogram (gm/hg); ethanol was not detected in his vitreous fluid and muscle tissue. Similarly, methanol was detected at 0.009 gm/hg in his liver tissue, but not in his vitreous fluid or muscle tissue. Effects from the pilot’s use of the medication is a prescription medication indicated for treatment of schizophrenia and manic or depressive episodes of bipolar disorder. This atypical antipsychotic medication is commonly marketed as Seroquel. Quetiapine is extensively metabolized by the liver. Sleepiness is a common side effect, and the medication carries the warning that it may impair mental and/or physical ability required for the performance of potentially hazardous tasks. The plasma half-life of quetiapine is 6 to 7 hours, and its therapeutic range is 300 to 1,000 ng/mL. Postmortem concentrations average 18 times higher in liver tissue than peripheral blood. Ethanol is a social drug commonly consumed by drinking beer, wine, or liquor. It acts as a central nervous system depressant; it impairs judgment, psychomotor functioning, and vigilance. Ethanol is water soluble, and after absorption it quickly and uniformly distributes throughout the body’s tissues and fluids. The distribution pattern parallels water content and blood supply of the tissue. A small amount of ethanol can be produced after death by microbial activity, sometimes in conjunction with other alcohols such as methanol. Extensive trauma increases the spread of bacteria and raises the risk of ethanol production after death. The accident airplane was the lead airplane in a flight of two that departed for a cross-country flight. The non-instrument rated pilot of the second airplane stated that he took off behind the non-instrument rated accident pilot and described the weather as “already sketchy.” He was able to see the ground, but there was no forward visibility. About 20 minutes into the flight and prior to reaching a designated alternate airport, they were in instrument meteorological conditions (IMC). Both pilots were communicating via radio transmissions while in flight and they decided not to divert to the alternate because the accident pilot told him that he thought the clouds would clear up and they should continue to the destination. As the flight continued, both airplanes remained at the same altitude and the second pilot reported that he was “in full IMC.” He stated that he glanced down at his phone to check his flightpath and saw the track information from the accident airplane had turned and was on a southeast heading. Unable to reach the accident pilot on the radio, he continued ahead. About 30 seconds later, he received a 500 ft altitude warning and initiated an immediate climb with full power. Although the route of flight had both airplanes traveling on a northerly heading, the accident airplane impacted rising terrain from the north on a southeasterly heading. A postaccident examination did not reveal any mechanical malfunctions or anomalies that would have precluded normal operation. Although toxicology testing detected Quetiapine, a prescription medication that can be potentially mentally and physically impairing, in the pilot’s liver and muscle tissues, detected concentrations were low, and it is likely that any blood concentration would have been well below therapeutic levels. Therefore, it is unlikely that effects from the pilot’s use of the medication contributed to the accident. Additionally, given the absence of ethanol in vitreous fluid and the detection of a low level of ethanol and methanol in only one tissue type, it is likely that the identified ethanol was from sources other than ingestion. Based on the wreckage fragmentation, which was consistent with a high-speed impact, and the chase pilot’s report of IMC, it is likely that the accident pilot experienced spatial disorientation and lost airplane control. Source: NTSB Aviation Accident Database Retrieved: 2026-02-12

NTSB Findings

Hierarchical cause / factor breakdown from the FAA bulk avdata database. Each finding tagged C (Cause) or F (Factor).

• — Personnel issues-Action/decision-Info processing/decision-Decision making/judgment-Pilot
• — Environmental issues-Conditions/weather/phenomena-Ceiling/visibility/precip-Below VFR minima-Decision related to condition
• — Personnel issues-Task performance-Use of equip/info-Aircraft control-Pilot
• — Personnel issues-Psychological-Perception/orientation/illusion-Spatial disorientation-Pilot