GEORGETOWN, TX, USA
N82BP
POLING KELEHER LARK KR1B
Witnesses observed the aircraft takeoff. When it did not return, a search was initiated. Signatures found by the FAA inspectors at the accident site indicate that the airplane impacted the ground at a 40 degree nose down attitude, while in a right turn. No anomalies were found with the airframe or engine that would have prevented normal operation. Toxicology findings were positive for Chlorpeniramine and Brompheniramine. 'Both of these drugs are antihistamines and were found at therapeutic levels, which may have caused impairment.' In addition, 'the underlying medical condition for which these drugs were being taken may have caused discomfort or a distraction in the cockpit.
On January 14, 1998, about 1500 central standard time, a Poling Keleher Lark KR1B experimental airplane, N82BP, owned and operated by the pilot as a Title 14 CFR Part 91 personal flight, was destroyed during a collision with terrain, near Georgetown, Texas. Visual meteorological conditions prevailed, and a flight plan was not filed. The private pilot, sole occupant of the airplane, was fatally injured. The local flight originated from the Kittie Hill Airport, Leander, Texas, about 1430. Witnesses observed the aircraft takeoff. A search was initiated after the airplane failed to return. The aircraft was located the following morning in a field 6 miles west of Georgetown near Highway 29. Examination of the aircraft wreckage by FAA inspectors revealed that the engine was embedded in the ground at a measured 40 degree angle. The right wing's leading edge was crushed aft. The left wing's leading edge did not have aft crushing. One blade of the wooden propeller was still attached to the engine and was embedded in the ground with a 12 inch piece separated from its tip. This separated piece of blade was found laying near the engine. The other propeller blade was separated from the hub and broken into several pieces, which were found under the engine. Flight control continuity was established to the aileron and rudder surfaces. Control continuity was not established to the elevator due to the push pull tube being separated from the elevator control attachment fitting; however, no evidence was observed that would indicate that it had separated prior to ground impact. The engine was examined after the aircraft was recovered from the accident site. No discrepancies were found with the engine that would have prevented normal operation. See enclosed report from the engine manufacturer's representative. An autopsy was performed by Roberto J. Bayardo, M.D., Office for the Medical Examiner of Travis County, Austin, Texas. There was no evidence of any preexisting disease that could have contributed to the accident. Toxicology findings were positive for Chlorpeniramine 0.038 (ug/ml, ug/g) detected in blood and 0.095 (ug/ml, ug/g) in liver fluid, and Brompheniramine 0.095 (ug/ml, ug/g) detected in liver fluid. Both of these drugs are antihistamines and according to Dr. Canfield, Civil Aeromedical Institute (CAMI), they were found at "therapeutic levels, which may have caused impairment." In addition, "the underlying medical condition for which these drugs were being taken may have caused discomfort or a distraction in the cockpit. The Pseudoephedrine and Phenylpropanolamine (decongestants) may not be significant." According to Drug Facts & Comparisons, "antihistamines have varying degrees of sedative effects and may cause drowsiness and reduce mental alertness; patients should not drive or perform other tasks requiring alertness, coordination or physical dexterity." See the enclosed extracts from Drug Facts & Comparisons.
The pilot's failure to maintain aircraft control. A contributing factor was the pilot's physical impairment due to drugs.
Source: NTSB Aviation Accident Database
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