14 CFR Part 137: Agricultural
Accident occurred Wednesday, August 20, 2014 in Parsons, TN
Probable Cause Approval Date: 12/09/2015
Aircraft: AIR TRACTOR INC AT-802A, registration: N802BB
Injuries: 1 Fatal.
NTSB investigators either traveled in support of this investigation or conducted a significant amount of investigative work without any travel, and used data obtained from various sources to prepare this aircraft accident report.
The pilot was applying chemicals to a soybean field when the airplane struck trees located at the edge of the field and then impacted the ground. Data from the onboard aerial spray operations computer revealed that the pilot was making spray passes to the east and west over the soybean field at low altitude and reversing course between each pass by making a left 180-degree turn. The data stopped before the tree impact; however, the wreckage path began just east of the north-south line of 50-ft-tall trees and was oriented to the east indicating the pilot was likely about to begin a spray pass to the east when the airplane impacted the trees. Examination of the wreckage revealed no evidence of preexisting anomalies or malfunctions. The propeller blades exhibited signatures consistent with power at the time of impact, and several tree limbs were found along the debris path with smooth, 45-degree cuts. Toxicology testing and autopsy results on the pilot revealed no evidence of an incapacitating event.
The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The pilot’s failure to see and avoid trees during a low-level aerial application operation.
HISTORY OF FLIGHT
On August 20, 2014, about 1455 central daylight time, an Air Tractor AT-802A, N802BB, registered to Bonne Idee Aero Service Inc., was substantially damaged when it impacted trees and a bean field in Parsons, Tennessee. The commercial pilot was fatally injured. Visual meteorological conditions prevailed, and the airplane, which departed Beech River Regional Airport (PVE), Lexington-Parsons, Tennessee, was not operating on a flight plan. The local aerial application flight began around 1440 and was conducted under the provisions of 14 Code of Federal Regulations Part 137.
A witness to the accident posted on a social media website that the airplane was flying "fast and low" over the witness's house, which was near the field. Then, the witness watched the airplane "[pull] up to miss the treeline, and seconds later [the airplane] hit the ground."
PERSONNEL INFORMATION
According to FAA records, the pilot held a commercial pilot certificate for airplane single engine land, multiengine land, and instrument airplane. He held a first-class medical certificate that was issued April 11, 2013. At that time, the pilot reported 3,600 total hours of flight time, of which, 250 hours were in the previous six months of the medical exam. At the time of this writing, no pilot logs have been located.
AIRCRAFT INFORMATION
According to FAA records, the airplane was issued a restricted, agriculture and pest control airworthiness certificate in 1999 and registered to Bonne Idee Aero Service, Inc. on August 11, 2007. It was equipped with a Pratt and Whitney Canada, PT6-A engine. According to airplane maintenance logbooks, the most recent annual inspection was performed on May 15, 2014, and at that time, the airplane had accumulated 8,797.0 hours of total time in service.
METEOROLOGICAL INFORMATION
The 1453 recorded weather observation at McKeller-Sipes Regional Airport (MKL) , Jackson, Tennessee, located approximately 38 miles to the southwest of the accident location, included wind from 220 at 6 knots, visibility 10 miles, few clouds at 4,200 feet above ground level, temperature 34 degrees C, dew point 23 degrees C; barometric altimeter 30.01 inches of mercury.
FLIGHT RECORDERS
The airplane was equipped with a Hemisphere AgJunction Satloc M3 Bantam, which was designed to programmatically control agricultural, aerial spray operations based on vendor and user specified prescription maps. The Satloc M3 recorded various parameters throughout the accident flight.
According to the data, the accident airplane flew multiple passes on a field 6 miles to the southeast of the accident location. Then, at 14:52, the airplane began spraying the field in the vicinity of the accident site. Multiple passes were performed with the lowest recorded altitude of 401 feet above mean sea level. Then, at 14:55:07, the last data point was recorded in the vicinity of the main wreckage.
WRECKAGE AND IMPACT INFORMATION
The initial tree impact occurred on flat terrain in the vicinity of 35 degrees, 42 minutes, 28 seconds north latitude, 088 degrees, 8 minutes, 49 seconds west longitude, at an elevation of about 455 feet. The trees that were impacted were approximately 50 feet tall. The wreckage path, which began with a separated propeller blade was headed about 107 degrees magnetic. Approximately 65 feet beyond the initial tree impact point, there was a 1-foot-deep, 5-foot-long crater with three propeller blades that were separated from the propeller hub located in the vicinity. There were several yellow paint chips located on the ground in between the initial tree strike and the initial ground impact point. The main wreckage came to rest inverted on a heading of 208 degrees. The debris path extended approximately 340 feet beyond the initial ground impact point. An odor similar to Jet A fuel was noted in the vicinity of the wreckage. Several sections of soy beans in the vicinity of the wreckage exhibited blight, consistent with fuel spillage.
The airplane was fractured into multiple sections and pieces, with all flight control surfaces located at the scene. Flight control continuity was confirmed via the control cables from the cockpit to the rudder, and through push rod and bellcrank fractures to the ailerons and elevators.
The front section of the fuselage was impact damaged and bent in the positive direction. The canopy section was crushed and several pieces of the canopy were located along the debris path. In addition, sections from the top of the fuselage, cockpit instruments, and the cockpit panel were located along the debris path. The top section of the fuselage that spanned about 8 feet behind the canopy exhibited crush damage. The seat remained attached to the fuselage at all attach points. Both main landing gear were located about 160 feet beyond the main wreckage. The left and right main landing gear were about 50 feet apart.
The right horizontal stabilizer, vertical stabilizer, and left horizontal stabilizer were partially separated from the empennage and exhibited crush damage.
The left and right wing remained attached to the fuselage. The entire span of the leading edge exhibited aft crush damage. The flaps and ailerons remained attached to the respective wings. The left aileron trim tab was partially separated but remained attached through the outboard attach point. The left wing tip was separated and located along the debris path.
Examination of the engine revealed that soil was found in the gas generator case and throughout the combustion section, the axial turbine blade tips exhibited smearing and the turbine shroud exhibited corresponding circumferential rubbing, and the compressor disc outer rim and blade platforms exhibited circumferential rubbing. The accessory section of the engine was separated and located approximately 30 feet beyond the initial ground impact point.
The fuel control was found separated in the debris path. Fluid similar in odor and color as Jet A fuel drained from the unit. The fuel pump was located along the debris path and contained a fluid similar in odor and color as Jet A fuel. Several sections of fuel lines were located along the debris path.
The five propeller blades that were impact separated from the propeller hub were located along the debris path and exhibited torsional bending and chordwise scratching. In addition, several pieces of the impacted tree were recovered that exhibited an approximate 45 degree angle cut and exhibited black paint transfer along the cuts.
Several instruments were separated from the panel and located along the debris path. The Hobbs meter was located and indicated 9047.0 hours of flight time. The flap actuator located underneath the cockpit was fractured and measured to a flap setting that corresponded to about 25 degrees of flaps.
MEDICAL AND PATHOLOGICAL INFORMATION
An autopsy was performed on the pilot on August 21, 2014, by the Office of the Medical Examiner, Nashville, Tennessee. The autopsy findings included "multiple blunt force injuries," which was also listed as the cause of death.
Forensic toxicology was performed on specimens from the pilot by the FAA Bioaeronautical Sciences Research Laboratory, Oklahoma City, Oklahoma. The toxicology report stated no ethanol was detected in the vitreous fluid and no drugs were detected in the blood.
NTSB Identification: ERA14FA399
14 CFR Part 137: Agricultural
Accident occurred Wednesday, August 20, 2014 in Parsons, TN
Aircraft: AIR TRACTOR INC AT-802A, registration: N802BB
Injuries: 1 Fatal.
This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed. NTSB investigators either traveled in support of this investigation or conducted a significant amount of investigative work without any travel, and used data obtained from various sources to prepare this aircraft accident report.
On August 20, 2014, about 1500 central daylight time, an Air Tractor AT-802A, N802BB, registered to Bonne Idee Aero Service Inc. and operated by Ag Air, LLC, was substantially damaged when it impacted trees and a bean field near Parsons, Tennessee. The commercial pilot was fatally injured. Visual meteorological conditions prevailed, and no flight plan had been filed for the flight, which departed Beech River Regional Airport (PVE), Lexington-Parsons, Tennessee. The local aerial application flight was conducted under the provisions of Title 14 Code of Federal Regulations Part 137.
The debris path was located on flat terrain and began with an initial tree impact about 50 feet above ground level, was oriented on a 107 degree magnetic heading, and was approximately 340 feet in length. In the immediate vicinity of the initial tree strike was an impact separated propeller blade. Approximately 65 feet beyond the initial tree impact point, there was a 1-foot-deep, 5-foot-long crater in the field. There were several yellow paint chips located on the ground between the initial tree strike and the initial ground impact point. The main wreckage came to rest inverted on a heading of 208 degrees. An odor similar to aviation Jet A fuel was noted in the vicinity of the wreckage. The soy bean plants in the vicinity of the main wreckage exhibited blight along the plant leaves.
The airplane was impact fractured into multiple sections and pieces. All flight control surfaces were located throughout the debris field. Rudder and elevator control continuity was confirmed via the control cables from the cockpit to the respective flight control surfaces. Aileron continuity was confirmed from the control column, through push rods and bellcrank fractures, to the ailerons.
Examination of the engine revealed that the axial turbine blade tips exhibited smearing. The axial compressor disc outer rim and blade platforms exhibited circumferential rubbing. Several portions of the engine that encased the turbines exhibited rotational scoring.
The five propeller blades that were impact separated from the propeller hub were located along the debris path and exhibited torsional bending and chordwise scratching. In addition, several pieces of the impact tree were recovered that exhibited an approximate 45 degree angle cut and exhibited black paint transfer along the cuts.
Flight Standards District Office: FAA Memphis FSDO-21
Hollis Callow Malone, 29, took his final flight to heaven on Aug. 20, 2014, near Parsons, Tenn.
Born Oct. 4, 1984, in Cape Girardeau, to Peter (Erika) Malone of Sikeston and Cathy (Cameron) Beggs of Benton, Hollis was a 2003 Sikeston High School graduate and attended Murray State University. He graduated the Professional Pilot Program from Regional Airline Academy in DeLand, Fla., in 2007. He was a commercial-rated single, multi-engine instrument pilot and held several types of ratings. He had a background in corporate and agriculture aviation and was proud to be a fourth generation pilot. From a long line of distinguished professional pilots, he often said, “Aviation is in my blood.”
The only thing he loved more than flying was his beautiful family that he leaves behind. He also leaves behind an abundance of family and friends to cherish his memory.
On March 4, 2011, in Vero Beach, Fla., he married LeAnn Pearson, who survives of the home.
In addition to his loving wife, he is survived by: his son, Rylan Hollis Malone, and an unborn child. Other survivors include: two brothers, Travis Beggs and Ashton Beggs of Benton; six sisters and their spouses, Ashley Beggs of Benton, Megan (Billy) Van Pelt and Whitney (Derrick) Uhrhan of Chaffee, Heather (Ethan) Watkins of Cape Girardeau, Claire Malone and Chloe Sells of Sikeston; one niece, Reese Van Pelt of Chaffee; three nephews, Cullen Pearson and Ben Pearson of Sikeston and Jaxon Van Pelt of Chaffee; his grandmothers, Ann Beggs of Cape Girardeau, and Linda Elam of Little Rock, Ark.; stepmother, Teresa Malone of Cedar Rapids, Iowa; his father- and mother-in-law, David and Diane Pearson of Sikeston; two brothers-in- law and their spouses, Blake and Colleen Pearson and Brent and Frannie Pearson of Sikeston.
He was preceded in death by his grandfather, James Malone; and grandmother, Phyllis Aduddell.
Visitation is from 11:30 a.m. until time of service at 2 p.m. Sunday at the First United Methodist Church in Sikeston. The Rev. Charles Buck will officiate.
Burial will follow in the Memorial Park Cemetery in Sikeston.
Pallbearers are: Blake Pearson, Brent Pearson, Andrew Ambrose, Doug Glenn, Forrest Martin, Jason Ray, Travis Beggs, Brandon Stewart and Donny DeLine.
Honorary pallbearers are: Cullen Pearson, Ben Pearson, Ashton Beggs, Ben Stricklin, Daniel Sexton, Josh Sexton, Zach Sexton and Stephen Nebel.
Memorial contributions in his honor may be made to: Hollis Malone Memorial Fund, Focus Bank 1150 S. Main St. Sikeston, MO 63801
http://www.ponderfuneralhome.com
Action News 5 - Memphis, Tennessee
BENTON, MO (KFVS) – A Heartland wife and mother is in mourning after her husband dies in a plane crash.
“He’s a phenomenal pilot, I would never think something had gone wrong,” LeAnn Malone said.
Hollis Malone, 29, died after his crop duster crashed in Tennessee last week.
He left behind a wife, a young son and another on the way.
It’s tragedy for this young mother who can’t believe she’ll never see her husband again – and her children will grow up without knowing their father.
She’s said more than 2,000 people attended Hollis Malone’s funeral last Sunday, which just shows he’s impacted a lot of lives.
“He was the most loving caring, would do anything for anybody, full of life,” Malone said.
LeAnn Malone said it all started with flying. Hollis Malone took her up in his plane, and they were inseparable ever since.
They married, and had now 2-year-old son Rylan.
“He want to be just like his daddy, he has more airplanes than he can do with,” Malone said.
LeAnn says Hollis loved flying and being in the cockpit.
“Being a pilot is in his blood, he’s a fourth generation pilot, and he had every intention of Rylan being a fifth generation,” Malone said.
Hollis Malone’s great granddad was a test pilot for B-25 bombers, and ever since then his family has been crop dusters.
“Crop dusting is just in his blood, as soon as he got in that plane he said I can’t believe I’m getting paid to do this, I love it so much,” said Malone.
“I think he was definitely doing what he loved to do,” said brother-in-law Brent Pearson.
“You’re just born with it in you someway,” said pilot friend Andrew Ambrose.
But on August 20, Hollis went to work and never came home.
“I sent him a message, because he was supposed to be done around 2 p.m. and I didn’t hear anything, but I thought maybe he didn’t have reception,” Malone said.
Then, LeAnn got the news. Hollis Malone’s plane had crashed, killing the 29-year-old husband and father.
“I called everyone I knew that was close to him and I said just tell me it’s not true, I know he’s okay,” Malone said.
The couple had just announced LeAnn was pregnant with their second child.
The day before he died, Hollis heard the baby’s heart for the first time.
“I’m so thankful for that,” said Malone.
“There really are no words to explain something like that – and explain how much you hurt,” Ambrose said.
“I wish I would have talked him out of going into crop dusting at times, but I didn’t want to hold him back from his dream,” Malone said. “And I wanted to be supportive – but I knew how dangerous it was.”
“This is not something you get over in 24 hours,” Ambrose said. “And some of us will never get over it, it’s hard to imagine a world without him.”
Now, LeAnn and family are coming together to remember Hollis and keep his legacy of love for family and flying alive.
“Every day on the way home, he would contact me on the way home and say I just can’t wait to get home to you,”Malone said. “So, as much as he loved it, he couldn’t wait to get home to us every day.”
Malone said Hollis did not have life insurance, so they’ve set up the Hollis Malone Memorial Fund at Focus bank in Sikeston, Missouri to help with expenses.
You can also donate at this link: http://www.gofundme.com/dmfmz4
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