W. HELENA, AR, USA
N3095X
Ayres S2R-T34
During the takeoff roll, the pilot observed a vehicle enter from a taxiway onto the runway. The left wing of the airplane struck the truck as the pilot attempted to avoid the collision. The airport construction (VOR/DME installation) work schedule was Monday through Thursday and the pilot was aware of the construction project and that work was not scheduled for Saturdays. Project specifications and safety guidelines to all employees and suppliers included the following: aircraft has right-of-way over any vehicle, before crossing or entering on to a runway or taxiway come to a complete stop, and never proceed onto a runway without proper authorization. Construction personnel reported that the accident date was not a scheduled work day, no other personnel were at the site, and the truck driver had worked the airport site on Friday. However, the driver's job site for Saturday was not the airport and it was not known why the driver went to the airport instead of the assigned location. Toxicological testing (truck driver) by the state crime lab detected cannabinoids and alcohol; however, lab personnel stated that the cannabinoids were not quantified and the alcohol was below the state limit.
On August 17, 1996, at 0945 central daylight time, an Ayres S2R-T34, N3095X, registered to and operated by Riddell Flying Service, Inc., as a Title 14 CFR Part 137 flight, during takeoff near West Helena, Arkansas, was destroyed when it struck a vehicle. The commercial pilot received minor injuries and the driver of the vehicle sustained fatal injuries. Visual meteorological conditions prevailed for the local aerial application flight and a flight plan was not filed. The flight was originating at the time of the accident. Witnesses and local authorities reported that a VOR installation site was under construction at the Thompson-Robbins Municipal Airport; however, work was not planned on the day of the accident. A dump truck entered the ramp area and drove from a taxiway onto the departure end of runway 26. At the time that the truck entered the runway environment the airplane was on takeoff roll on the runway. The pilot veered the airplane in an attempt to miss the truck; however, the left wing of the airplane struck the cab of the truck. The integrity of the airplane's fuel tanks and hopper were compromised and chemical and fuel spilled onto the runway. Structural damage occurred to the wings, engine, propeller, and cockpit. The truck load was dumped onto the runway and the truck received structural damage as it was overturned. During telephone interviews, conducted by the investigator-in-charge, and on the Pilot/Operator Report, the pilot and the operator reported that the airplane hopper contained methyl parathion. During the takeoff roll on runway 26, full power had been applied and about 1,500 feet down the runway, the tail of the airplane lifted from the runway as the airspeed accelerated toward an indicated airspeed of 65 knots for liftoff. At that time, the pilot observed a dump truck turn onto the taxiway that crosses the active runway. After the pilot decided that the vehicle was not going to yield and hold short of the runway, the pilot made a right bank and attempted to fly the airplane from the runway in an effort to avoid the collision; however, the left wing of the airplane struck the truck. During telephone interviews, conducted by the investigator-in-charge, and on the enclosed statements and documents, personnel from the FAA Southwest Region, the Raytheon Service Company, and The Bradshaw-Clark Corporation, revealed the following information. Specifications for the construction of a VOR/DME on the Thompson-Robbins Municipal Airport, West Helena, Arkansas, which included a Subcontractor's Safety Guidance Manual, were prepared by the Raytheon Service Company for the FAA Southwest Regional Office at Fort Worth, Texas. The project specifications (copy enclosed) included in Division 1-General Requirements, 1-2.2.3.2 Site Access and Security, state in part: Access to the site will require travel on and across active runways and taxiways. The contractor shall furnish the following guidelines to all employees and suppliers: 1. AIRCRAFT HAVE RIGHT-OF-WAY OVER ANY VEHICLE. 2. BEFORE CROSSING OR ENTERING ON TO A RUNWAY OR TAXIWAY: A. COME TO A COMPLETE STOP. B. SEARCH FOR MOVING AIRCRAFT ON THE SURFACE. C. SEARCH FOR AIRCRAFT APPROACHING TO LAND. D. LOOK AGAIN TO MAKE SURE. E. PROCEED WITH CAUTION. The Subcontractor's Safety Guidance Manual Paragraph 2.25 Airport Vehicle Operator Practices, states in part: The following is a general guide to what is usually demanded of a driver on airport property. The following guidelines shall be followed as a minimum: 2.25.2.2 Always yield the right of way to emergency vehicles and aircraft. 2.25.2.3 Keep away from aircraft. 2.25.2.4 Never proceed onto a runway without proper authorization. The project specifications indicated the construction work schedule was Monday through Thursday, 10 hours per day, with a start time of 0700. Construction airport routing (copy enclosed) brought the vehicles across the airport ramp and onto the taxiway that subsequently crossed the departure end of runway 26. A preconstruction meeting was held on July 31, 1996, at Little Rock, Arkansas. The purpose of the meeting was to provide clarification on contract and technical issues and the specification requirements. Attendees at the meeting included personnel from the Raytheon Service Company, The Bradshaw-Clark Corporation (construction contractor), and the FAA. During telephone interviews, conducted by the investigator-in-charge, the airport manager stated that he was not notified of the preconstruction meeting and did not attend the meeting. He reported that the airport is not required to be, nor is it, certificated under Title 14 CFR Part 139. The airport manager was the owner/operator of the aerial application company/airplane involved in the accident. The company and pilot were aware of the construction project and that work was not scheduled for Saturdays. Vice President of The Bradshaw-Clark Corporation reported that actual site construction began on Thursday, August 15, 1996. The accident date was not a scheduled work day and no other personnel were at the site. The Vice President reported that site excavation was subcontracted to Hill & Hill Construction Co. Inc., and the accident involved the truck and driver of that company. During telephone conversations, conducted by the investigator-in-charge, Hill & Hill Construction Co. Inc., supervisory personnel stated that the truck driver had worked the airport site on Friday; however, the driver's job site for Saturday was not the airport. The supervisor confirmed that construction at the airport was not scheduled for Saturday and it was not known why the driver went to the airport instead of the assigned location. The Bradshaw-Clark Corporation and Hill & Hill Construction Co. Inc., personnel and the airport manager, reported that caution lights were not installed on the dump truck. The personnel further reported that during the scheduled work a flagman was not at the runway. The autopsy of the truck driver was performed by the Arkansas State Crime Laboratory at Little Rock, Arkansas. Toxicological testing detected cannabinoids in the urine and alcohol in the blood. Pat Calhoun of the Arkansas State Crime Laboratory stated that the cannabinoids were not quantified and the alcohol was below the state limit.
The inadequate visual lookout of the vehicle driver and his inadvertent driving of the vehicle onto the runway resulting in the pilot of the departing aircraft performing an evasive maneuver in an attempt to avoid the collision.
Source: NTSB Aviation Accident Database
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