HUMPHREY, AR, USA
N4020G
Ayres S2R-R1340
The agricultural aircraft impacted trees while applying fertilizer to a rice field. A person about a mile from the field where the pilot was working, heard the airplane as it worked the field. About 3 or 4 minutes after he heard the airplane's engine 'quit,' and he saw smoke. Continuity was established to all flight control surfaces, and both propeller blades exhibited signatures of engine power. The pilot had reported not feeling good and planned to go home after the next flight. Although the autopsy of the pilot noted severe coronary disease, there were no areas of complete blockage of the coronary arteries, and there was no evidence of an old or recent myocardial infarction (heart attack) identified. The pilot was being treated for high blood pressure with two medicines: Sural (nisoldipine) and Levatol (penbutolol). Nisoldipine and Penbutolol are prescription medications prescribed for patients with high blood pressure. Possible side effects include low blood pressure and slowed heart rate. Also, it was possible that the pilot's medications in combination with his existing cardiac disease could have significantly reduced his tolerance to repeated G-exposure.
HISTORY OF FLIGHT On June 18, 1998, approximately 0815 central daylight time, an Ayres S2R-R1340 agricultural airplane, N4020G, owned and operated by the pilot, dba Ned Air Service of Humphrey, Arkansas, was destroyed during impact with trees and terrain while maneuvering near Humphrey, Arkansas. The commercial pilot, sole occupant of the airplane, was fatally injured. Visual meteorological conditions prevailed, and a flight plan was not filed for the 14 Code of Federal Regulations (CFR) Part 137 local aerial application flight. The pilot was applying Urea Nitrogen, a fertilizer, to a rice field when the accident occurred. A person located about a mile from the field where the pilot was applying the fertilizer, heard the sound of the airplane as it was working the field. About 3 or 4 minutes after he heard the airplane's engine "quit," he saw smoke. He then called the airport to find out if the aircraft had returned. He was informed the aircraft had not returned and a search ensued. The loader (person who loaded the aircraft with fertilizer) reported that prior to the accident flight, the pilot told him that "he was not feeling good, and he would be going home after the next flight." PERSONNEL INFORMATION The 65-year-old commercial pilot's last biennial flight review was competed on March 30, 1998, in the accident airplane. According to the pilot's flight logbook, as of March 30, 1998, he had accumulated a total flight time of 12,996 hours, of which 12,184 hours were aerial application flights. AIRCRAFT INFORMATION The 1980 Ayres model S2R-R1340, serial number R1340-003DC, was tail wheel equipped, and it had a maximum gross weight of 6,000 pounds. According to entries in maintenance records, the last annual inspection was completed on March 30, 1998, tachometer time 188.5 hours, with a total aircraft time of 6,842.67 hours. The restricted category airplane was equipped with a Pratt & Whitney R-1340-AN1 engine rated at 600 horsepower. Maintenance records indicated that the engine was installed on July 13, 1997, tachometer time 144.4 hours, with a total engine time of 44.4 hours. The review of the airframe and engine records did not reveal evidence of any anomalies or uncorrected maintenance defects. WRECKAGE IMPACT INFORMATION The aircraft was located in heavily wooded terrain approximately 1/2 mile south of the rice field, which the pilot was fertilizing. The wreckage distribution, including ground and tree scars, encompassed an area of about 200 feet long and 50 feet wide. The centerline of the energy path was oriented on an approximate heading of 200 degrees magnetic. Looking from the main wreckage, tops of trees where the aircraft entered the wooded area were cut at an approximate 45-degree angle descending from right to left. Signs of freshly damaged or cut trees and branches were observed from the initial impact with trees for approximately 173 feet. Examination of the accident site revealed that a postimpact fire consumed the aircraft's cockpit area, and both wings sustained thermal damage. The airplane's wings were upright, and the fuselage was laying on its left side on top of the left wing. The outboard portion of the right wing's spar was bent forward. The right wing tip was found 23 feet prior to the initial ground scar next to a tree, which had been sheared about 30 feet above the ground. The left wing tip was found next to the initial ground scar. Fertilizer was found in and around the airplane's hopper. Continuity was established to all flight control surfaces. The engine and firewall were separated from the fuselage and found 5 feet past the initial ground scar and 18 feet prior to the main wreckage. The engine was upright and oriented in the opposite direction of the energy path. The propeller hub was still attached to the engine. Both propeller blades remained attached to the hub. One propeller blade had 4 inches separated from its tip and exhibited "S" bending and twisting. The other blade was bent forward and exhibited "S" bending. MEDICAL AND PATHOLOGICAL INFORMATION An autopsy and toxicological tests of the pilot were requested and performed. Toxicology tests were performed by the Civil Aeromedical Institute (CAMI), of Oklahoma City, Oklahoma. Toxicology tests for carbon monoxide, cyanide, volatiles (alcohol), and drugs were negative. The autopsy was performed at the Arkansas State Crime Laboratory, in Little Rock, Arkansas. According to the autopsy report, the cause of death was attributed to multiple fractures and internal injuries with extensive thermal burns, and contributing to the pilot's death was arteriosclerotic cardiovasular disease. Although the autopsy noted severe coronary disease, there were no areas of complete blockage of the coronary arteries, and the pathologist specifically concluded "no evidence of an old or recent myocardial infarction (heart attack) was identified." The pilot held a valid second class medical certificate, issued on March 31, 1998. The certificate stipulated a limitation to wear corrective lenses when operating an aircraft. Information annotated in the FAA's historical medical certification system showed pathology codes of "3485 and 1573." According to the FAA regional aviation medicine office, the pathology code indicated events of "hypertension with medication and Calculus - bladder, renal (see stone), ureteral." The pilot's application for airman medical certificate indicates treatment of high blood pressure with two medicines: Sural (nisoldipine) and Levatol (penbutolol). ADDITIONAL DATA The airplane wreckage was released to the owner's son on June 19, 1998.
The pilot's visual lookout was inadequate for undetermined reasons.
Source: NTSB Aviation Accident Database
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