Event CEN22FA232

Factual narrative

HISTORY OF FLIGHTOn June 6, 2022, at 1522 central daylight time, a Cessna 182G airplane, N2118R, was destroyed when it was involved in an accident near Kenedy, Texas. The pilot and passenger were fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. Recorded ADS-B data revealed that the flight departed the New Braunfels National Airport (BAZ), at 1452 and proceeded southbound toward Kenedy Regional Airport (2R9), Kenedy, Texas. The airplane briefly reached an altitude of 6,300 ft mean sea level (msl) before descending to 5,600 ft msl. About 1508, when the airplane was about 23 miles north of 2R9, the airplane entered a gradual descent that continued until the final ADS-B data point. About 1516, the pilot appeared to alter course slightly to align with the extended centerline of runway 16 at 2R9. About 3 seconds before the final data point, the flight track depicted the airplane entering a gradual left turn. The final data point was recorded at 1522:15. At that time, the airplane altitude was about 641 ft msl. A pilot approaching 2R9 noted that the accident pilot reported on a straight-in approach for runway 16 on the common traffic advisory frequency. When he initially observed the accident airplane, it appeared to be straight-and-level and established on an extended final approach. However, when he saw the airplane a short time later, it appeared to be about 30 feet above ground level and descending in a spin. Surveillance video footage from a local establishment located about 0.2 miles west-southwest of the accident site depicted the airplane in a steep nose-down, left-wing-low attitude immediately before impact. WRECKAGE AND IMPACT INFORMATIONThe accident site was located about 0.8 miles north of the 2R9 runway 16 approach threshold at an approximate elevation of 368 ft. This was about 0.12 miles east of the final ADS-B data point. A ground impact scar was located about 18 ft west of the airplane wreckage. The wreckage came to rest along a barbed wire fence and tree line. The fuselage and both wings exhibited damage consistent with impact forces, and the cockpit/cabin area was compromised. A postaccident examination confirmed that all airframe structural components were at the accident site, and no evidence of an in-flight structural failure was observed. Further examination of the primary flight control system revealed discontinuities that were consistent with impact forces. No anomalies attributable to a preimpact failure or malfunction were observed. Similarly, a postrecovery examination of the engine did not reveal any anomalies attributable to a preimpact failure or malfunction. Examination of the flap system was unremarkable with exception of the flap extension cable for the left flap drive pulley. The swaged cable end was separated at the time of the postaccident examination with the cable disengaged from the drive pulley. The drive pulley exhibited an impression along the radius and a witness mark consistent with being formed by the extension cable end washer. The separated cable end could not be located, which precluded further examination. The opposing left flap retract cable remained engaged on the drive pulley with the swaged cable end secure. The flap actuator extension was consistent with a 40° flap extension. On the accident airplane, the wing flaps were extended and retracted by an electric actuator controlled by a switch in the cockpit. The actuator was installed in the right wing and was directly connected to the right drive pulley. The left flap drive pulley and push-pull tube were connected to the right drive pulley via two cables: an extension cable and a retraction cable. Separation of the extension cable may prevent extension of the left wing flap and allow the left flap to retract from the selected flap position, depending on aerodynamic forces. Conversely, separation of the retraction cable may prevent full retraction of the left flap. MEDICAL AND PATHOLOGICAL INFORMATIONThe 32-year-old pilot reported a history of depression and anxiety on her application for an airman medical certificate. Following a detailed evaluation of her underlying condition and response to medication, in August 2021 the FAA granted the pilot an Authorization for Special Issuance of a time-limited third-class medical certificate. The pilot met subsequent requirements to maintain her third-class medical certification and, as of the accident date, her most recent certificate had not expired. The most recent psychiatric evaluation documentation in the pilot’s FAA file was from December 2021 to January 2022. This documentation characterized the pilot’s depression and anxiety as mild and well-controlled on a stable dose of sertraline since February 2020, without any adverse side effects or cognitive problems. The pilot was recommended for continued medical certification, and the documentation was reviewed favorably by the FAA. However, the accident occurred before a new medical certificate was required. An autopsy of the pilot was performed by Central Texas Autopsy, as authorized by a Karnes County justice of the peace. According to the pilot’s autopsy report, her cause of death was blunt force injuries, and her manner of death was accident. The mid portion of the pilot’s left anterior descending coronary artery was found to be 75% narrowed by plaque. Visual examination of the heart was otherwise unremarkable, and the autopsy did not identify other significant natural disease. According to the autopsy report, sertraline was detected at 380 ng/mL and the sertraline metabolite desmethylsertraline was detected at 1100 ng/mL. The FAA Forensic Sciences Laboratory also tested postmortem specimens from the pilot. This testing detected sertraline at 93 ng/mL and desmethylsertraline at 234 ng/mL in cavity blood. Both sertraline and desmethylsertraline were also detected in liver tissue. Sertraline is a prescription antidepressant medication of the selective serotonin reuptake inhibitor class. Desmethylsertraline is a metabolite of sertraline. Sertraline commonly is used to treat depression and may also be used to treat a variety of other conditions. Major depression can cause cognitive impairment, with potential adverse effects on reaction, memory, attention, problem solving, and task switching. In contrast, sertraline has low potential to cause cognitive or psychomotor impairment and may improve such impairment in individuals with major depression. Sertraline’s side effects may include dizziness and drowsiness, and the drug typically carries a warning that users should not drive, operate heavy machinery, or do other dangerous activities until they know how the drug affects them. A pilot on sertraline (not in combination with other psychiatric drugs) may be considered for FAA medical certification via Special Issuance, depending on evaluation of the individual pilot’s condition and response to treatment. TESTS AND RESEARCHFurther review of ADS-B data determined that the airplane’s calibrated airspeed stabilized at about 90 knots during the final 90 seconds of the available data and decreased to about 80 knots at the end of the available data. The calculated airplane bank angle approached 30° left wing down near the end of the available data. Airplane vertical speeds during the final 90 seconds of data ranged from level (0 ft per minute [fpm]) to about -830 fpm, which were within the performance capabilities of the airplane. Published aerodynamic stall speeds in straight-and-level flight were 56 knots (64 mph) and 48 knots (55 mph) with the wing flaps retracted and extended 40°, respectively. In a 30° bank while maintaining a constant altitude, the aerodynamic stall speeds increased to 60 knots (69 mph) and 51 knots (59 mph) with the flaps retracted and extended 40°, respectively. The initial portion of the personal flight was conducted in day visual conditions and appeared to proceed uneventfully. Automatic dependent surveillance – broadcast (ADS-B) data revealed that the pilot initiated an enroute descent beginning about 23 miles from the airport. About 10 miles from the airport, the flight became established on an extended final to the runway. About 3 seconds before the final ADS-B data point, the flight track depicted the airplane entering a left turn that gradually increased to 30° bank angle at the end of the available data. A pilot approaching the airport noted that, when he initially observed the accident airplane, it appeared to be straight-and-level and established on an extended final approach. However, when he saw the airplane a short time later, it appeared to be about 30 feet above ground level and descending in a spin. Surveillance video footage depicted the airplane in a steep nose-down, left-wing low attitude immediately before impact, consistent with an in-flight loss of control. The accident site was located about 0.12 miles from the final ADS-B data point. A postaccident examination provided no evidence of an in-flight structural failure, an anomaly with the primary flight control system, or a loss of engine power. The examination of the wing flap system was unremarkable with exception of the left flap extension cable. Specifically, at the time of the postaccident examination, the swaged cable end of the left flap extension cable was separated with the cable disengaged from the drive pulley. The separated cable end could not be located, which prevented further examination. Although an impression from the flap extension cable along the radius and a witness mark from the cable end washer were observed on the drive pulley, the investigation was not able to determine if those features were formed during normal operation or during the accident sequence. The pilot's autopsy identified focally severe coronary artery disease, which conveyed an increased risk of a sudden impairing or incapacitating cardiac event such as abnormal heartbeat, heart attack, or chest pain. There was no autopsy evidence that such an event occurred, although such an event does not reliably leave autopsy evidence if it occurs just before death. Despite the risk it conveys, coronary artery disease often does not produce significant symptoms. The circumstances of the accident neither exclude nor clearly indicate a sudden medical event. Thus, whether the pilot's coronary artery disease contributed to the accident cannot be determined. The pilot had a history of mild depression and anxiety that had been waivered by the Federal Aviation Administration (FAA). Documentation in her FAA records, as of about 5 months before the crash date, indicated that her depression and anxiety were well controlled on a sertraline regimen that had been stable since February 2020, without adverse side effects or neurocognitive deficits. Her postmortem toxicology results were consistent with continued use of sertraline. It is unlikely that the pilot's history of mild anxiety and depression or her use of sertraline contributed to the crash. Based on the available information, the airplane was under control and above aerodynamic stall airspeed until the end of the available ADS-B data. Whether or not the left wing flap extension cable end separated in-flight or during the impact sequence could not be determined because the cable end was not found. An in-flight separation of the left flap extension cable end would have resulted in a partial retraction of the left flap due to normal aerodynamic forces. The resulting aerodynamic asymmetry caused by a partially retracted left flap and a fully extended right flap would have induced a rolling tendency and could explain the gradual left turn as observed in the ADS-B data; this rolling tendency would have required prompt attention from the pilot to maintain control of the airplane. Ultimately, the cause of the loss of airplane control could not be determined with the available information. 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).

• — Not determined-Not determined-(general)-(general)-Unknown/Not determined