BROOKSVILLE, FL, USA
N6613L
CESSNA 152
THE PILOT WAS FLYING VFR IN THE LOCAL AREA AND BECAME LOST. SHE ESTABLISHED RADIO CONTACT WITH THE FIXED-BASE OPERATOR, AND WAS INSTRUCTED TO FOLLOW POWER LINES TO THE AIRPORT. A SHORT TIME LATER SHE WAS HEARD TO SAY 'TELL THEM I'M LANDING SOMEWHERE ELSE.' A WITNESS STATED SHE HEARD AN AIRPLANE FLYING TOWARDS HER HOUSE, AND THE ENGINE SOUNDED LOUD. SHE LOOKED OUT THE WINDOW AND SAW AN AIRPLANE FLYING TOWARDS THE TREES. SHE DUCKED UNDER A TABLE, AND HEARD THE AIRPLANE COLLIDE WITH THE TREES, FOLLOWED BY THE SOUND OF DEBRIS HITTING THE HOUSE, AND AN EXPLOSION WHEN THE AIRPLANE COLLIDED WITH THE GROUND. JUST BEFORE TAKEOFF SHE HAD STATED TO ANOTHER PILOT THAT SHE WAS HAVING A BAD DAY. THE PILOT HAD TERMINATED A PREGNANCY 2 DAYS BEFORE THE ACCIDENT, AND 1 DAY BEFORE THE ACCIDENT HER PRESCRIPTION WAS CHANGED TO TORADOL. TOXICOLOGICAL TESTS DETECTED PENTAZOCINE (0.263 UG/ML) IN THE BLOOD AND URINE, AND ALPRAZOLAM (0.217 UG/ML) IN THE BLOOD AND LIVER.
HISTORY OF FLIGHT On February 10, 1994, about 1635 eastern standard time, a Cessna 152, N6613L, registered to Seven Eagles Inc., operating as a 14 CFR Part 91 personal flight, crashed while maneuvering in the vicinity of Brooksville, Florida. The airplane was destroyed by a postcrash fire. The private pilot was fatally injured. Visual meteorological conditions prevailed and no flight plan was filed. The flight originated about 2 hours 45 minutes before the crash from Tampa Bay Executive Airport, New Port Richey, Florida. An employee of Seven Eagles Inc., stated the pilot arrived at the airport at about 1330, checked the schedule for her next lesson, and asked if an airplane was available to fly. She was issued N6613L, and went out to the airplane to prepare for the flight. Another pilot working on his airplane observed her having difficulty in starting the airplane. He walked over to see if she needed any assistance. She informed him that she was having a bad day. Her global positioning system (GPS) would not work, and the airplane would not start. He informed her the GPS would not work until she got out from under the hangar roof. He further stated, let's push the mixture control all the way in, crack the throttle, and see what happens. She followed his instructions and the engine started. She made a radio check on UNICOM, taxied out to runway 26, and departed at about 1350. Personnel at Tampa Bay Executive Airport stated the pilot called them on UNICOM radio between 3:00 p.m. and 3:15 p.m. The pilot stated she was unsure of her position, and that she observed power lines heading south. She was instructed to follow the power lines to the airport. A short time later the pilot was overheard talking on the UNICOM radio frequency. She stated her heading was 260 degrees, and was heard to say, "tell them I'm landing somewhere else." A witness stated she heard an airplane flying toward her house, and the engine sounded loud. She looked out the window and observed an airplane in a left turn flying towards the house and trees. The airplane then collided with the trees. She ducked under the dinning room table, and heard debris hitting the house followed by an explosion when the airplane collided with the ground. PERSONNEL INFORMATION Review of the pilot-in-command's logbook revealed the pilot's first recorded flight was on April 23, 1992. The pilot was issued a private pilot certificate on June 26, 1993, and had accumulated 129.2 total hours, of which 109.2 hours was dual instruction. The pilot's last recorded solo cross-country flight was on December 6, 1992. Flight instructors who had flown with the pilot stated, navigation was her weak point and she showed a lack of confidence in her ability to navigate. The pilot's husband substantiated the flight instructor's comments, and stated he purchased his wife a hand held Magellan GPS on her birthday to assist her with navigation. He further stated his wife stayed home from work on the day of the accident. She was despondent about having to terminate a pregnancy 2 days before the accident. Additional information pertaining to the pilot-in-command, Nancy K. Norvell, is contained in NTSB Form 6120.4 and NTSB Form 6120.1/2 First Pilot Information. AIRCRAFT INFORMATION Information pertaining to aircraft information is contained in NTSB Form 6120.4 and NTSB Form 6120.1 Aircraft Information. METEOROLOGICAL INFORMATION Visual meteorological conditions prevailed at the time of the accident. For additional data, see Weather Information, NTSB Form 6120.4. WRECKAGE AND IMPACT INFORMATION The wreckage of N6613L, was located in the front yard of a house located at 3415 Neff Lake Road, Brooksvile, Florida. Examination of the crash site revealed the airplane collided with trees about 80 feet above the base of the trees on a heading of about 075 degrees. The airplane continued forward and the right wing collided with a tree separating the wing outboard of the fuel tank. The airplane rolled right, and the left wing collided with a tree separating the wing at the wing root. The wing became lodged in the tree about 40 feet above the base of the tree. The left and right fuel tanks were ruptured. The horizontal stabilizer, elevator, and elevator trim tab separated from the airplane. The airplane collided with the ground inverted, bounced, and skidded about 30 feet before it came to rest on a heading of 060 degrees magnetic, about 226 feet from the initial point of impact. Torsional twisting and "s" bending was present on both propeller blades. Chordwise scarring was present on both propeller tips. The cabin area and center fuselage was consumed by postcrash fire. Examination of the airframe, flight controls, engine assembly, and accessories revealed no evidence to indicate a precrash failure or malfunction. MEDICAL AND PATHOLOGICAL INFORMATION Post-mortem examination of the pilot, Nancy K. Norvell,was conducted on February 11, 1994, by Dr. Janet R. Pellow, Associate Medical Examiner, District Five, Leesburg, Florida. The cause of death was multiple injuries. Dr. Mark A. Bernhisel, obstetrician for the pilot stated, an ultrasound examination on February 1, 1994, revealed a nonviable pregnancy, which was confirmed by a second examination on February 7, 1994. The pilot was given a prescription for Talwin nx tabs, and scheduled for a dilation and curettage which was completed on February 8, 1994. On February 9, 1994, the pilot's prescription was changed to Toradol. Post-mortem toxicology studies of specimens from the pilot was performed by the Forensic Toxicology Research Section, Federal Aviation Administration, Oklahoma City, Oklahoma. These studies were negative for neutral, acidic, and basic drugs. Pentazocine (0.263 ug/ml) was detected in the blood and urine. Alprazolam (0.217 ug/ml) was detected in the blood, and liver. TEST AND RESEARCH Review of the Physicans' Desk Reference 46 Edition 1992, states patients receiving therapeutic doses of pentazocine have experienced hallucinations (usually visual), disorientation, and confusion which have cleared spontaneously within a period of hours. The mechanism of this reaction is not known. In addition ambulatory patients should be warned not to operate machinery, cars, or unnecessarily expose themselves to hazards. Other adverse reactions are dizziness, lightheadedness, sedation, euphoria, headache, infrequently weakness, disturbed dreams, insomnia, syncope, visual blurring and focusing difficulty, depression; and rarely tremor, irritability, excitement, and tinnitus. Some adverse reactions of alprazolam include irritability, concentration difficulties, transient amnesia, memory impairment, agitation and rage. ADDITIONAL INFORMATION The wreckage was released to Mr. David Moon, Aviation Consultant Services, Wimauma, Florida, on February 12, 1994.
The pilot-in-command's failure to maintain a visual lookout and altitude while maneuvering after becoming lost/disoriented, resulting in an in-flight collision with trees and terrain. Contributing to the accident was the pilot's physical impairment due to prescription drugs, and self-induced anxiety and apprehension due to becoming lost and disoriented.
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