ERA24LA114

The pilot’s failure to see and avoid powerlines while maneuvering at low altitude.

Witnesses reported the airplane was flying low over a river with the engine operating at a high rpm when it collided with a set of powerlines about 60-80 ft above the ground. The airplane descended into the river and sank, resulting in substantial damage to the airplane and fatal injury to the pilot. Postaccident examination of the airplane revealed no evidence of any preimpact mechanical malfunctions or failures that would have precluded normal operation. Although an autopsy of the pilot revealed hypertensive and arteriosclerotic cardiovascular disease, given the airplane’s low and level flight before the collision a cardiac event was unlikely to have contributed to the accident.

On February 16, 2024, at 1029 central standard time, a Cessna 172M, N9160H, was substantially damaged when it was involved in an accident near Brookwood, Alabama. The commercial pilot was fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. A witness fishing on the Black Warrior river reported observing the airplane flying low up the river. The airplane collided with a set of powerlines, then impacted the water and sank. The witness said that by the time he reached the airplane with his boat, it was already submerged. Another witness reported the airplane was flying “level” and low over the river with its engine operating at a “high rpm.” The witness said that as he attempted to take a picture of the airplane, it collided with the powerlines. He then saw the airplane veer left and descend into the river. The airplane collided with a set of 1-inch diameter powerline cables (one neutral, one energized) that spanned the river and were about 60-80 ft above the water. The airplane severed the neutral cable. The energized cable was not severed, but according to a witness the power in her camper at an adjacent campground flickered momentarily when the airplane collided with the powerlines. The airplane was examined after being recovered from the river. The airplane exhibited substantial damage to the fuselage, both wings, and the empennage. The left wing remained attached to the fuselage and the right wing was separated. The empennage was separated just aft of the fuselage in one section, and the horizontal stabilizer, vertical stabilizer and rudder were minimally damaged. Impact marks consistent with a wire strike were observed on the lower left area of the empennage. Flight control continuity was established for all major flight controls to the cockpit. The engine separated from the airframe and visual inspection revealed no obvious mechanical issues. Both of the propeller blades remained attached to the engine. Each blade exhibited little to no chordwise scoring, with one of the blades having an aft bend of about 30° and a slight twist mid-span. One of the blades had deep sequential gouges on the leading edge that exhibited features consistent with a cable strike. Postaccident examination of the airplane revealed no evidence of any preimpact mechanical malfunctions or failures that would have precluded normal operation. Toxicology testing performed by the FAA Forensic Sciences Laboratory identified losartan and hydrochlorothiazide in the pilot’s heart blood and urine. These drugs are primarily used to treat high blood pressure and are not considered to be impairing. An autopsy on the pilot was conducted by the Alabama Department of Forensic Sciences, Montgomery, Alabama. The cause of death was determined to be multiple blunt force injuries, with water immersion being a major contributory factor to the cause of death. Hypertensive and arteriosclerotic cardiovascular disease was also present at the time of autopsy, but the medical evidence was not sufficient to determine if a cardiac event contributed to the cause of death.