Sedgwick, AR, USA
N4126T
AIR TRACTOR INC AT-802A
N996QC
GRUMMAN G-164C
The pilot of the Grumman reported that he approached the field from the northeast with the intention of starting a spray run on the south side of the field, traveling to the southwest. Consistent with local aerial application procedures, the Grumman pilot performed a high-altitude aerial survey of the field he intended to spray before he began his first spray run; he did not observe any other airplanes operating in that area. The Air Tractor pilot departed his private airstrip with the intention of applying herbicide to a rice crop located just south of the field being sprayed by the Grumman, in a north and south application pattern. Global positioning system data recovered from the Air Tractor showed its easterly departure from the private airstrip and flight toward the field intended for application, followed by a left turn and a northerly pass over the field. The pilot of the Grumman stated that he had completed about 50% of his first spray pass when the airplanes collided and that he did not see the Air Tractor before the collision. Postaccident examination of the engine and flight control systems on both airplanes revealed no mechanical anomalies that would have prevented either pilot from maneuvering to avoid an impact. A review of both pilots’ medical records and postaccident medical and pathological examination of the Air Tractor pilot revealed no medical or toxicological issues that would have precluded either pilot from operating his airplane in a safe manner before the accident. Cellular telephone records for the pilot of the Air Tractor indicate that the pilot initiated a telephone conversation with a local farmer (for operational purposes) before his flight and he was still on the telephone with the farmer at the time of the collision. The Air Tractor pilot might have surveyed the area for traffic (in accordance with standard procedures) before he performed his initial pass over the field or scanned the area more actively during his initial pass if he had not been distracted by the telephone call. Based on the airplanes’ flight attitudes and headings at the time of impact, it would have been difficult for either pilot to see the other airplane in time to avoid the collision. In addition, it is likely that the pilot of the Air Tractor was distracted by his telephone conversation.
HISTORY OF FLIGHT On May 23, 2012, at 1049 central daylight time, an Air Tractor Inc. AT-802A airplane, N4126T, and a Grumman G-164C airplane, N996QC, collided in flight while maneuvering east of Sedgwick, Arkansas. The commercial pilot on board the Air Tractor was fatally injured, and the commercial pilot on board the Grumman received serious injuries. Both airplanes were substantially damaged. Both flights were being conducted under the provisions of 14 Code of Federal Regulations Part 137 as aerial application flights. Visual meteorological conditions prevailed at the time of the accident. The Air Tractor departed a private strip near Bono, Arkansas, at 1048, and was operating locally. The Grumman departed a private strip near Light, Arkansas, just prior to the collision and was also operating locally. The pilot of the Grumman reported that he approached the field from the northeast with the intention of starting a spray run on the south side of the field, traveling to the southwest. He observed several other airplanes in the area; however, he did not see the Air Tractor. He stated that upon completing 50% of his first spray pass, his airplane and the Air Tractor collided. The pilot of the Grumman added that the field he was spraying and the field that the Air Tractor was flying over were separated by two field roads and a drainage ditch approximately 100 feet wide. The Air Tractor departed a private strip with the intention of applying herbicide to a rice crop south of and bordering the field being sprayed by the Grumman. Global positioning system (GPS) data recovered from the Air Tractor depicted the Air Tractor’s flight from the time of departure from the private airstrip at 1048:07 until the time of the accident. The flight track proceeded to the east for approximately 30 seconds and then turned to the north. The GPS track depicted that, just prior to the accident, the Air Tractor was flying to the north. The altitude track for the GPS started at 55 feet (GPS altitude), with an increase in altitude to 135 feet, followed by a decrease in altitude. The last altitude recorded was 110 feet. The altitude over the target rice field started at 121 feet and descended to 113 feet. After the collision, the Air Tractor continued several hundred feet to the north, impacted terrain, and came to rest inverted. The Grumman continued several hundred feet to the west, impacted terrain, and came to rest on its left side. There were no ground witnesses to the impact, nor was radar data available. Neither pilot was receiving radar flight following services, nor were they in voice communications with one another. There was no requirement for them to be in voice communications with each other or under radar flight following. PERSONNEL INFORMATION Air Tractor Pilot The pilot of the Air Tractor, age 51, held a commercial pilot certificate with ratings for airplane single and multiengine land, instrument airplane, and rotorcraft-helicopter. He was issued a second class airman medical certificate on April 3, 2012. The certificate contained the limitations “Not valid for any class after April 30, 2013” and “must have available glasses for near vision.” On his most recent insurance application dated October 20, 2011, the pilot reported 15,674.5 hours total time; 14,128.3 hours of which were logged in agricultural operations. He reported 790 hours total time in the AT-802 and 490 hours within the previous 12 months. The pilot had successfully completed the requirements of a flight review in September of 2011. The accident report form submitted by Miles Flying Service reported that the pilot had logged 15,800 hours; 916 of which were in the accident airplane make and model. The pilot’s most recent application for an airman medical certificate, dated April 3, 2012, estimated 16,500 hours total time; 75 hours of which were in the previous 6 months. Grumman Pilot The pilot of the Grumman, age 55, held a commercial pilot certificate with airplane single and multiengine land, instrument airplane, and rotorcraft-helicopter ratings. He was issued a second class airman medical certificate on February 29, 2012. The certificate contained the limitation “Must wear corrective lenses. Not valid for any class after 2/28/2013.” The pilot reported that he had logged 17,320 hours total flight time; 11,668 hours of which were in the make and model of the accident airplane. The pilot had successfully completed the requirements for a flight review on December 2, 2011. AIRCRAFT INFORMATION Air Tractor The Air Tractor AT-802A (serial number 802A-0261), predominately yellow in color with blue striping, was manufactured in 2007. It was registered with the Federal Aviation Administration (FAA) on a special airworthiness certificate for restricted operations. A Pratt and Whitney PT6A-65AG engine rated at 1,295 horsepower powered the airplane. The engine was equipped with a 5-blade, Hartzell propeller. The airplane was registered to and operated by Miles Flying Service, Inc., and was maintained under an annual inspection program. A review of the maintenance records indicated that an annual inspection had been completed on April 24, 2012, at an airframe total time of 3,381 hours. Grumman The Grumman G-164C (serial number 19C), predominately yellow in color, was manufactured in 1978. It was registered with the FAA on a special airworthiness certificate for restricted operations. A Garrett TPE331-10 engine rated at 940 horsepower powered the airplane. The engine was equipped with a 4-blade, Hartzell propeller. The airplane was registered to HDS Inc., operated by Kin-CO Ag Aviation, Inc., and was maintained under an annual inspection program. A review of the maintenance records indicated that an annual inspection had been completed on March 20, 2012, at an airframe total time of 4,103.3 hours. METEOROLOGICAL INFORMATION The closest official weather observation station was Walnut Ridge Regional Airport (KARG), Walnut Ridge, Arkansas, located 10 nautical miles northwest of the accident site. The elevation of the weather observation station was 279 feet mean sea level. The routine aviation weather report (METAR) for KARG, issued at 1055, reported wind from 170 degrees at 8 knots, visibility 10 miles, sky condition clear, temperature 26 degrees Celsius (C), dew point temperature 8 degrees C, altimeter 29.89 inches. At 1045, the sun was at 108 degrees azimuth and 57 degrees altitude. FLIGHT RECORDERS Air Tractor The Air Tractor was equipped with a Hemisphere GPS MD Intellistar CPU (serial number 1024-11463-0011) and a Del Norte Technology Intelliflow Controller (serial number 503226). The devices were sent to the National Transportation Safety Board (NTSB) Vehicle Recorders Laboratory in Washington, D.C., for data extraction. The Del Norte Intelliflow controller was not capable of recording data. The Hemisphere GPS MD Intellistar CPU was capable of recording log and geolocation data on an internal compact flash (CF) card. The unit was disassembled and the internal CF card recovered. Log files were recovered using the vendor proprietary MapStar application. A flight track for the accident flight was recovered. Track log data included the following parameters for each recorded data point: GPS date, GPS time, latitude, longitude, and GPS altitude. Grumman The Grumman was equipped with a Hemisphere Intelliflow Controller (serial number 810756) and a Del Norte Technology GPS Measuring Unit (GMU) I/F 2 (serial number 901250). The devices were sent to the NTSB Vehicle Recorders Laboratory in Washington, D.C., for data extraction. The Hemisphere Intelliflow Controller was not capable of recording data. The Del Norte GMU was capable of recording data on an internal CF card; however, the unit was not equipped with the card. WRECKAGE AND IMPACT INFORMATION The accident scene consisted of two debris fields – one which extended to the north and one that extended to the west, both of which initiated at the same point. The center point of the debris field contained torn metal, paint chips, and fabric from both the Air Tractor and the Grumman. The debris field which extended to the north contained mostly components from the Air Tractor. The debris field which extended to the west contained mostly components from the Grumman. The area where both wreckages came to rest was characterized by level terrain, vegetated with trees, bushes, and rice. Both wreckages came to rest in the rice field which was being dusted by the Grumman. A raised berm with two field services roads and an irrigation canal separated the north and south rice fields. Trees and bushes lined the irrigation canal. Air Tractor The main wreckage of the Air Tractor was located to the north of the center point of the debris field and included the fuselage, engine, propeller assembly, both wings, and the cabin. The wreckage came to rest inverted. The propeller assembly separated and was located just forward of the engine. The engine, propeller, and cowling exhibited evidence of exposure to heat and fire. The fuselage came to rest inverted. The upper portion of the cabin area separated and was located in the debris field. The skin and the aft portion of the fuselage were covered in dirt and an oily substance and were partially separated. The right wing remained attached to the fuselage and included the right flap assembly. Approximately 7'6" of the right wing and right flap were crushed from the outboard tip of the wing, towards the fuselage in an accordion manner. The right aileron separated from the right wing and was located in the initial portion of the debris field. The forward right wing spar was crushed and bent. The aft wing spar was fragmented and partially separated. The right wing contained multiple tears in the wing skin consistent with propeller strikes. The first tear was located 5'5" outboard from the wing sidewall and was 1'1" long. The tear was narrow and was directionally bent on the bottom of the wing skin in an upward direction. The second tear was located 6’5” outboard from the wing sidewall and was 11” long. The third tear was 7'6" outboard from the wing sidewall and was 4'3" long. Due to the fragmentation of the wing it was difficult to establish the exact width of the tear. The fourth tear was located 9'8" outboard from the wing sidewall and was 3'2" in length. The flap actuator was found properly installed in a position consistent with a fully retracted flap position. The right aileron push and torque tubes were continuous from the cabin outboard to a separation point. The separation point was in line with the damage consistent with the propeller strike. The leading edge of the right wing was crushed up and aft. Dark transfer marks consistent with rubber were noted on the wing directly beneath the main landing gear. The right main landing gear remained attached and was unremarkable. The left wing remained attached to the fuselage and included the left flap and left aileron. The wing was covered in dirt. Approximately 15 feet of the inboard portion of the left wing was unremarkable. The outboard 11 feet of the left wing was bent down and wrinkled. Both the aileron and flap were bent and wrinkled. The left aileron push and torque tubes were continuous from the cabin out board to the aileron control. The engine remained attached to the fuselage. The cowling was bent and wrinkled. The forward portion of the cowling exhibited melted paint and exposure to heat and fire. The propeller assembly separated from the engine at the propeller flange; however all five propeller blades remained attached to the propeller hub. For identification purposes, the propeller blades were labeled “A,” B,” “C,” “D,” and “E.” Blade “A” was bowed aft, covered in oil and dirt, and exhibited leading edge polishing. Blade “B” was bowed aft, covered in oil and dirt, and exhibited leading edge polishing. Blade “C” was bent aft 90°, covered in oil and dirt, and exhibited leading edge polishing. The trailing edge of Blade “D” exhibited a 4” tear starting 10 inches inboard from the blade tip. Approximately 6” of the trailing edge of the blade tip separated. The blade was bowed 90° and exhibited leading edge polishing. Blade “E” exhibited exposure to heat and fire and was bowed and twisted. The fuselage included the cabin and instrument panel. The instrument panel was fragmented. The flight control cables for the elevator and rudder controls were continuous from the cabin, aft to the point of separation at the empennage. A ground scar extended from the main wreckage 40 feet south to a berm. A portion of the leading edge of the right wing, the right wing spar, bent and torn metal, a portion of the instrument panel, torn composite material, and various personal effects were located in the debris field of the ground scar. The scar continued from the berm 62 feet to a portion of the canopy structure. A second ground scar was located to the south of the first and was 23 feet long, and 3 feet wide. The empennage was 25 feet south from the end of the second ground scar and included the left horizontal stabilizer and elevator. The remaining portion of the elevator control remained attached to the empennage. The leading edge of the horizontal stabilizer was bent and crushed in, and the elevator was bent and wrinkled. The lower portion of the vertical stabilizer was located 30 feet south of the empennage. The leading-edge of the vertical stabilizer was crushed aft. The tip of the vertical stabilizer was located 7 feet south of the stabilizer. The top half of the rudder was located south of the empennage. Yellow and turquoise paint transfer, in a horizontal direction, was located on the lower trailing edge of the rudder. The tail wheel assembly was located just west of the rudder. The bottom portion of the tire had been cut from the tire and was not present. The point of separation was consistent with the contact from a propeller blade. The right elevator and horizontal stabilizer were located south of the top half of the rudder. The stabilizer/elevator assembly was bent and buckled diagonally, and exhibited yellow and turquoise paint transfer on the lower bottom end of the control surface. The aileron counterweight and the right wing tip were also located in this portion of the debris field. The right wing tip exhibited yellow and turquoise paint transfer. The left hand interplane strut and a portion of the propeller blade from the Grumman were located in the debris field near the right stabilizer of the Air Tractor. The wing strut was bent approximately mid-span and exhibited blue paint transfer. The propeller blade was labeled “A” for identification purposes and measured 32 inches in length. Dark rubber transfer was present on the face of the blade consistent with tire rubber. A portion of the wheel hub from the Air Tractor was found adjacent to this piece of propeller blade. A portion of the rear spar of the right wing, an outboard portion of the leading edge of the right wing, the right wing tip, trailing edge ribs, and several fragmented portions of the right aileron were all located in the southern portion of the debris field. The inboard portion of the aileron was 61 inches long and exhibited several penetrating tears which originated on the bottom of the aileron control. The center section of the aileron was located 30 feet south of the inboard portion of the aileron and measured 33 inches. The separation points were clean-cut consistent with a propeller strike. Grumman The lower left wing from the Grumman was located 35 feet north of the start of the debris field. This portion of the wing included a 50 inch long portion of the aileron. The attach arm for the aileron was located just north of the lower aileron and exhibited blue paint transfer. The upper aileron was located just to the east of the attach arm and was bent up and mid-span. This piece was followed by the upper left wing which measured 105 inches in length and exhibited torn fabric. The lower outboard left wing tip separated and exhibited torn metal at the separation point. A large section of dead vegetation, cons
The inability of both pilots to see and avoid the other resulting in a midair collision. Contributing to the accident was the distraction of the Air Tractor pilot by his cellular telephone conversation during the flight.
Source: NTSB Aviation Accident Database
Aviation Accidents App
In-Depth Access to Aviation Accident Reports
