Diamond DA-40 Diamond Star, N4119S: Accident occurred September 27, 2019 and Incident occurred June 14, 2016 at Falcon Field Airport (KFFZ), Mesa, Maricopa County, Arizona

View of damaged airplane on concrete barrier. 
Federal Aviation Administration 

View of damaged floor board. 

Federal Aviation Administration 

Additional Participating Entity:
Federal Aviation Administration / Flight Standards District Office; Scottsdale, Arizona

Aviation Accident Factual Report - National Transportation Safety Board: https://app.ntsb.gov/pdf


Investigation Docket - National Transportation Safety Board: https://dms.ntsb.gov/pubdms

https://registry.faa.gov/N4119S


Location: Mesa, AZ
Accident Number: GAA19CA582
Date & Time: 09/27/2019, 1722 MST
Registration: N4119S
Aircraft: Diamond DA40
Aircraft Damage: Substantial
Defining Event: Runway excursion
Injuries: 1 None
Flight Conducted Under: Part 91: General Aviation - Instructional

The pilot reported that, he intended to do touch-and-goes in the local traffic pattern. While on the downwind leg, the air traffic controller cleared him to land. During the landing roll, past the halfway point on the runway, he increased the engine power to full to takeoff and told the controller that he was doing a "go-around". The controller immediately instructed him to exit the runway on to the last taxiway so the pilot "cut the entire power", applied brakes and full right rudder, but the airplane skidded, exited the runway and impacted a concrete barrier.

The airplane sustained substantial damage to the forward, lower fuselage.

The flight safety officer reported that there were no preaccident mechanical failures or malfunctions with the airplane that would have precluded normal operation.

The pilot added that he wanted to do touch and goes but did not accurately communicate his intentions to the air traffic controller.

Pilot Information

Certificate: Private
Age: 27, Male
Airplane Rating(s): Single-engine Land
Seat Occupied: Left
Other Aircraft Rating(s): None
Restraint Used:
Instrument Rating(s): None
Second Pilot Present: No
Instructor Rating(s): None
Toxicology Performed: No
Medical Certification: Class 3 Without Waivers/Limitations
Last FAA Medical Exam: 10/01/2018
Occupational Pilot: No
Last Flight Review or Equivalent: 04/18/2019
Flight Time:  (Estimated) 187 hours (Total, all aircraft), 187 hours (Total, this make and model), 98 hours (Pilot In Command, all aircraft), 44 hours (Last 90 days, all aircraft), 16 hours (Last 30 days, all aircraft)

Aircraft and Owner/Operator Information

Aircraft Make: Diamond
Registration: N4119S
Model/Series: DA 40 Undesignated
Aircraft Category: Airplane
Year of Manufacture: 2010
Amateur Built: No
Airworthiness Certificate:Normal 
Serial Number: 40.804
Landing Gear Type: Tricycle
Seats: 4
Date/Type of Last Inspection: 09/21/2019, AAIP
Certified Max Gross Wt.: 2646 lbs
Time Since Last Inspection:
Engines: 1 Reciprocating
Airframe Total Time: 9565.5 Hours at time of accident
Engine Manufacturer: Lycoming
ELT: C126 installed, not activated
Engine Model/Series:IO-360-MIA 
Registered Owner: Cae Oxford Aviation Academy Phoenix Inc
Rated Power: 180 hp
Operator: Cae Oxford Aviation Academy Phoenix Inc
Operating Certificate(s) Held: Pilot School (141)

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: KFFZ, 1380 ft msl
Distance from Accident Site: 0 Nautical Miles
Observation Time: 0054 UTC
Direction from Accident Site: 328°
Lowest Cloud Condition: Clear
Visibility:  10 Miles
Lowest Ceiling: None
Visibility (RVR):
Wind Speed/Gusts: 5 knots /
Turbulence Type Forecast/Actual: None / None
Wind Direction: 290°
Turbulence Severity Forecast/Actual: N/A / N/A
Altimeter Setting: 29.75 inches Hg
Temperature/Dew Point: 29°C / 14°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Mesa, AZ (FFZ)
Type of Flight Plan Filed: None
Destination: Mesa, AZ (FFZ)
Type of Clearance: VFR
Departure Time: 1716 MST
Type of Airspace: Class D

Airport Information

Airport: Falcon Fld (FFZ)
Runway Surface Type: Asphalt
Airport Elevation: 1394 ft
Runway Surface Condition: Dry
Runway Used: 22R
IFR Approach: None
Runway Length/Width: 3799 ft / 75 ft
VFR Approach/Landing: Touch and Go; Traffic Pattern

Wreckage and Impact Information

Crew Injuries: 1 None
Aircraft Damage: Substantial
Passenger Injuries: N/A
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 1 None
Latitude, Longitude: 33.460833, -111.728333 (est)

June 14, 2016: Aircraft on departure struck the tail, returned and landed without incident. 

Date: 14-JUN-16

Time: 19:13:00Z
Regis#: N4119S
Aircraft Make: DIAMOND
Aircraft Model: DA40
Event Type: Incident
Highest Injury: None
Damage: Minor
Activity: Instruction
Flight Phase: TAKEOFF (TOF)City: MESA
State: Arizona

Cessna 340A, N37302: Incident occurred September 29, 2019 near Boeing Field / King County International Airport (KBFI), Seattle, Washington

Federal Aviation Administration / Flight Standards District Office; Seattle

Aircraft struck a bird.

https://registry.faa.gov/N37302

Date: 29-SEP-19
Time: 17:30:00Z
Regis#: N37302
Aircraft Make: CESSNA
Aircraft Model: 340
Event Type: INCIDENT
Highest Injury: NONE
Aircraft Missing: No
Damage: UNKNOWN
Activity: PERSONAL
Flight Phase: APPROACH (APR)
Operation: 91
City: SEATTLE
State: WASHINGTON

Loss of Control in Flight: Cessna 172S Skyhawk SP, N224TA; fatal accident occurred February 23, 2019 at Mansfield Municipal Airport (1B9), Bristol County, Massachusetts

Sydney Miti, Flight Instructor

The National Transportation Safety Board traveled to the scene of this accident.

Additional Participating Entities:
Federal Aviation Administration / Flight Standards District Office; Burlington, Massachusetts
Lycoming Engines; Williamsport, Pennsylvania 
Textron Aviation; Wichita, Kansas

Aviation Accident Final Report - National Transportation Safety Board: https://app.ntsb.gov/pdf

Investigation Docket - National Transportation Safety Board: https://dms.ntsb.gov/pubdms

https://registry.faa.gov/N224TA



Location: Mansfield, MA
Accident Number: ERA19FA107
Date & Time: 02/23/2019, 1225 EST
Registration: N224TA
Aircraft: Cessna 172
Aircraft Damage: Substantial
Defining Event: Loss of control in flight
Injuries: 2 Fatal
Flight Conducted Under: Part 91: General Aviation - Instructional 

Analysis 

After practicing maneuvers during the instructional flight, the flight instructor and student pilot approached the airport for landing. Witnesses and airport surveillance video indicated that the airplane entered the landing flare, but continued to float down the runway a significant distance, touching down about 2,800 ft down the 3,503-ft-long runway. The pilots then initiated a takeoff (touch-and-go). Although the published airport traffic pattern for the runway indicated left turns, the airplane performed a climb in a steep right bank before slowing and entering a spiraling decent toward a grass area near the airport terminal building. Examination of the wreckage did not reveal any preimpact mechanical malfunctions that would have precluded normal operation of the airplane. It is likely that the flight instructor allowed the airplane to exceed its critical angle of attack during a turning initial climb after a touch-and-go landing, which resulted in an aerodynamic stall and impact with terrain. Although it could not be determined who was flying the airplane at the time of the accident, the flight instructor is ultimately responsible for the safety of the flight. 

Probable Cause and Findings

The National Transportation Safety Board determines the probable cause(s) of this accident to be:
The flight instructor's failure to maintain airplane control during initial climb after a touch-and-go landing, which resulted in an exceedance of the airplane's critical angle of attack and an aerodynamic stall. 

Findings

Aircraft
Angle of attack - Not attained/maintained (Cause)

Personnel issues
Aircraft control - Instructor/check pilot (Cause)

Factual Information

History of Flight

Initial climb
Loss of control in flight (Defining event)
Aerodynamic stall/spin

Uncontrolled descent
Collision with terr/obj (non-CFIT) 

On February 23, 2019, about 1225 eastern standard time, a Cessna 172S, N224TA, was substantially damaged when it impacted terrain during the initial climb after takeoff from Mansfield Municipal Airport (1B9), Mansfield, Massachusetts. The flight instructor and student pilot were fatally injured. The airplane was owned and operated by New Horizon Aviation Inc. as a Title 14 Code of Federal Regulations Part 91 instructional flight. Visual meteorological conditions prevailed and no flight plan was filed for the flight, which originated from Norwood Memorial Airport (OWD), Norwood, Massachusetts, about 1125.


After performing maneuvers over the local area, the airplane approached 1B9 for landing. Witnesses and review of airport surveillance video revealed that the airplane was on approach to runway 32, a 3,503-ft-long, 75-ft-wide asphalt runway. The airplane flared over the runway and floated a significant distance before touching down about 2,800 ft down the runway. The pilots then initiated a takeoff (touch-and-go). Although the published traffic pattern for runway 32 indicated left turns, the airplane performed a climb in a steep right bank before slowing and entering a spiraling descent toward a grass area near the airport terminal building.

Sydney Miti 

Flight Instructor Information

Certificate: Flight Instructor; Commercial
Age: 32, Male
Airplane Rating(s): Multi-engine Land; Single-engine Land
Seat Occupied: Right
Other Aircraft Rating(s): None
Restraint Used:
Instrument Rating(s): Airplane
Second Pilot Present: Yes
Instructor Rating(s): Airplane Single-engine
Toxicology Performed: Yes
Medical Certification: Class 1 Without Waivers/Limitations
Last FAA Medical Exam: 01/11/2019
Occupational Pilot: Yes
Last Flight Review or Equivalent: 11/01/2018
Flight Time:  386 hours (Total, all aircraft), 150 hours (Total, this make and model), 66 hours (Last 90 days, all aircraft), 33 hours (Last 30 days, all aircraft), 0 hours (Last 24 hours, all aircraft)

Student Pilot Information

Certificate: None
Age: 18, Male
Airplane Rating(s): None
Seat Occupied: Left
Other Aircraft Rating(s): None
Restraint Used:
Instrument Rating(s): None
Second Pilot Present: Yes
Instructor Rating(s): None
Toxicology Performed: Yes
Medical Certification: None
Last FAA Medical Exam:
Occupational Pilot: Yes
Last Flight Review or Equivalent:
Flight Time:  7 hours (Total, all aircraft), 7 hours (Total, this make and model), 7 hours (Last 90 days, all aircraft), 2 hours (Last 30 days, all aircraft)

The flight instructor held a commercial pilot certificate with ratings for airplane single-engine land, airplane multiengine land, and instrument airplane. He also held a flight instructor certificate with a rating for airplane single-engine, issued on November 1, 2018. His most recent Federal Aviation Administration (FAA) first-class medical certificate was issued on January 11, 2019. Review of the flight instructor's logbook revealed that he had accumulated a total flight experience of about 386 hours; of which, 66 and 33 hours were flown during the 90- and 30-day periods preceding the accident, respectively.

The student pilot did not possess a student pilot certificate nor was he required to. Review of the student pilot's logbook revealed that, at that time of the accident, he had completed six lessons with the operator and had accrued a total flight experience of 7.6 hours.



Aircraft and Owner/Operator Information

Aircraft Make: Cessna
Registration: N224TA
Model/Series: 172 S
Aircraft Category: Airplane
Year of Manufacture: 2002
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: 172S9224
Landing Gear Type: Tricycle
Seats: 4
Date/Type of Last Inspection: 01/29/2019, Annual
Certified Max Gross Wt.: 2550 lbs
Time Since Last Inspection:
Engines: 1 Reciprocating
Airframe Total Time: 5660 Hours as of last inspection
Engine Manufacturer: Lycoming
ELT: C91A installed, not activated
Engine Model/Series: IO-360-L2A
Registered Owner: New Horizon Aviation Inc
Rated Power: 180 hp
Operator: New Horizon Aviation Inc
Operating Certificate(s) Held: Pilot School (141)

The four-seat, high-wing, fixed tricycle landing gear airplane was manufactured in 2002. It was powered by a Lycoming IO-360, 180-horsepower engine equipped with a two-blade, fixed-pitch McCauley propeller. Review of the maintenance records revealed that the airplane's most recent annual inspection was completed on January 29, 2019. At that time, the airframe had accrued 5,660 total hours since new and the engine had accrued 3,358 hours since new.



Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: OWD, 49 ft msl
Distance from Accident Site: 11 Nautical Miles
Observation Time: 1253 EST
Direction from Accident Site: 10°
Lowest Cloud Condition: Clear
Visibility: 10 Miles
Lowest Ceiling: None
Visibility (RVR):
Wind Speed/Gusts: 3 knots /
Turbulence Type Forecast/Actual: None / None
Wind Direction: Variable
Turbulence Severity Forecast/Actual: N/A / N/A
Altimeter Setting: 30.41 inches Hg
Temperature/Dew Point: 4°C / -7°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Norwood, MA (OWD)
Type of Flight Plan Filed: None
Destination: Mansfield, MA (1B9)
Type of Clearance: None
Departure Time: 1125 EST
Type of Airspace: 

The accident site was located about 11 miles south of OWD. The 1253 recorded weather at OWD included wind variable at 3 knots, 10 miles visibility, clear sky, temperature 4°C, dew point -7°C, and an altimeter setting of 30.41 inches of mercury.



Airport Information

Airport: Mansfield Municipal Airport (1B9)
Runway Surface Type: Asphalt
Airport Elevation: 121 ft
Runway Surface Condition: Dry
Runway Used: 32
IFR Approach: None
Runway Length/Width: 3503 ft / 75 ft
VFR Approach/Landing: Go Around

Wreckage and Impact Information

Crew Injuries: 2 Fatal
Aircraft Damage: Substantial
Passenger Injuries: N/A
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 2 Fatal
Latitude, Longitude: 42.004444, -71.199722

The wreckage came to rest nose down in grass oriented on a magnetic heading about 270°; no debris path was observed. Fuel had leaked out of both wings and into the grass. Both wings exhibited leading edge impact damage. The cockpit was crushed, but both front seatbelts remained intact and were unlatched by rescue personnel. The flaps and ailerons remained attached to their respective wings and measurement of the flap actuator corresponded to a flaps-retracted position. The rudder and elevator remained attached to the empennage and measurement of the elevator trim actuator corresponded to a 5° tab-up (nose-down) trim position. Control continuity was confirmed from all flight control surfaces to the cockpit controls. The right aileron cable had separated and both cable ends exhibited broomstraw separation consistent with overstress.

The engine had separated from the airframe. The propeller remained attached to the engine; one blade remained undamaged and was bent slightly forward. The other blade was bent aft and exhibited chordwise scratches. The propeller and rear accessories were removed from the engine. The top spark plugs were removed and their electrodes were intact and light gray in color. The crankshaft was rotated via an accessory drive gear. Crankshaft, camshaft, and valve train continuity were confirmed and thumb compression was obtained on all cylinders. Fuel was found in the engine-driven fuel pump, fuel servo, flow divider, and in the fuel lines. The fuel inlet screen of the fuel servo and oil suction screen were absent of debris. Both magnetos produced spark at all leads when rotated by hand. 

Medical And Pathological Information

The Massachusetts Office of the Chief Medical Examiner, Boston, Massachusetts, performed autopsies on both pilots. The cause of death for both pilots was blunt force injuries.

Toxicology testing performed on both pilots by the FAA Forensic Sciences Laboratory was negative for drugs and alcohol.

Loss of Engine Power (Total): Beech J35 Bonanza, N8319D; accident occurred October 24, 2018 near University Park Airport (KUNV), State College, Centre County, Pennsylvania

The National Transportation Safety Board did not travel to the scene of this accident.

Additional Participating Entity:
Federal Aviation Administration / Flight Standards District Office; Harrisburg, Pennsylvania

Aviation Accident Final Report - National Transportation Safety Board: https://app.ntsb.gov/pdf

Investigation Docket - National Transportation Safety Board: https://dms.ntsb.gov/pubdms

https://registry.faa.gov/N8319D



Location: State College, PA
Accident Number: ERA19LA024
Date & Time: 10/24/2018, 0036 EDT
Registration: N8319D
Aircraft: Beech 35
Aircraft Damage: Substantial
Defining Event: Loss of engine power (total)
Injuries: 2 Minor
Flight Conducted Under: Part 91: General Aviation - Personal 

Analysis 

The airline transport pilot reported that he departed on a long, cross-country flight at night with full fuel tanks. The pilot stated that the fuel selector was set to the left main fuel tank on departure and that he moved the selector to the auxiliary tank about 1 hour later. About 1 to 2 hours after that, the pilot moved the fuel selector switch to the right main fuel tank, where it remained for the remainder of the flight (about 30 minutes). The flight was uneventful until it was on final approach to land and between about 400 and 500 ft above ground level, at which point, the engine suddenly stopped producing power. The pilot recalled the passenger saying there was no fuel pressure, and he immediately pushed the throttle and mixture full forward and retracted the flaps. He also turned on the auxiliary fuel pump and pressed the starter button to restart the engine to no avail. The pilot did not switch the fuel selector to another tank. Due to the low altitude, the pilot slowed the airplane and conducted an emergency landing in trees, during which both wings, the fuselage, and the tail section sustained substantial damage.

Postaccident examination of the engine and fuel system revealed no evidence of any preaccident mechanical malfunctions or failures that would have precluded normal operation. The fuel selector was found set to the right main fuel tank, which was found empty of fuel. However, measurable fuel was found in the remaining three tanks. Therefore, the loss of engine power was likely due to the pilot's mismanagement of the available fuel, which resulted in the loss of all engine power due to fuel starvation.

Probable Cause and Findings
The National Transportation Safety Board determines the probable cause(s) of this accident to be:
The pilot's mismanagement of the available fuel, which resulted in a total loss of engine power due to fuel starvation.

Findings

Aircraft
Fuel - Fluid management (Cause)
Fuel - Fluid level (Cause)

Personnel issues
Use of equip/system - Pilot (Cause)


Factual Information

On October 24, 2018, about 0036 eastern daylight time, a Beech J35, N8319D, was substantially damaged during a forced landing to wooded terrain while on a visual approach to runway 24 at University Air Park (UNV), State College, Pennsylvania. The airline transport pilot and the passenger sustained minor injuries. The airplane was registered to and operated by the passenger. Night visual meteorological conditions prevailed at the airport at the time of the accident. An instrument flight rules flight plan was filed for the flight that was operated under the provisions of Title 14 Code of Federal Regulations Part 91 personal flight. The airplane departed Portsmouth International Airport at Pease (PSM), Portsmouth, New Hampshire, about 2140 and was destined for UNV.

The pilot stated that the passenger had purchased the airplane that day in Ossipee, New Hampshire, and they were flying it back to Texas. He reviewed the maintenance logbooks prior to departure but did not conduct a test flight of the airplane. The first time the pilot flew the airplane was the flight before the accident flight from Windsock Airport (NH69), Ossipee, New Hampshire, to PSM.

The passenger purchased 42.7 gallons of 100LL at PSM, conducted a preflight inspection, and confirmed all four fuel tanks were topped off with fuel. The passenger also tested the fuel and it was absent of water and debris. The airplane's fuel system consisted of two 20-gallon main tanks (17 usable gallons) in each wing and two interconnected 10-gallon auxiliary tanks (9.5 usable) in each wing, for a total of 53 usable gallons. The pilot said that he did not visually check the fuel level before taking off.

The pilot said that on take-off he had the left main fuel tank selected and flew for about one hour to burn off approximately 10 gallons of fuel. He then switched to the auxiliary fuel tank and flew for approximately 1 to 2-hours, before switching to the right main fuel tank for the last 30 minutes of the flight. The flight was normal until they were 1.5-miles out on final approach at an altitude of 400-500 ft above the ground, when the engine suddenly stopped producing power. There was no sputter or warning and the engine "just stopped", but the propeller continued to windmill. The pilot recalled the passenger saying there was no fuel pressure, and he immediately pushed the throttle and mixture full forward and retracted the flaps. He also turned on the auxiliary fuel pump and "hit" the starter button to re-start the engine, but to no avail. The pilot did not switch the fuel selector to another tank. Due to the low altitude, the pilot slowed the airplane and "aggressively" pitched the nose of the airplane up to make a soft landing into trees.

A postaccident examination of the airplane revealed that it came to rest upright with the nose pointed uphill on a northerly heading. There was no post-impact fire. The airplane sustained substantial damage to both wings, the fuselage, and tail section. The engine also sustained damage.

According to a police officer, when he first arrived on-scene, both pilots were standing outside the airplane. They reported that they were not injured and "...also indicated that there was no fuel leaking." Another officer, who was on-scene, reported that he "...did not smell any odors of fuel or observe any fluids leaking from the plane."

Visual examination of left main, left auxiliary and right wing auxiliary tanks revealed they each contained fuel; however the right main tank was empty. The fuel selector valve was found fully seated on the right main tank. When the selector handle was manually tested, it moved freely to each tank and the detent was clearly felt on each tank. Examination of the fuel manifold, the main fuel line to the manifold, and each cylinder injector line revealed there was no fuel found in the lines. When the airplane was recovered, no fuel was found or drained from the right main tank and about 4.5 gallons was drained from the auxiliary tank. About 10 gallons was recovered from the left wing main tank and about 1 gallon was drained from the auxiliary tank. A sample of fuel drained from the airplane revealed the fuel was light blue and absent of debris and water.

Examination of all four fuel tanks revealed they were not breached and no leaking or staining of fuel was evident. Shop air was blown thru the fuel lines from the wing route to the fuel selector valve. The valve was moved to each detent and no obstructions were evident. Shop air was then blown thru the main fuel lines leading to the fuel manifold and no obstructions were noted. The manifold was removed and disassembled. The manifold screen was absent of debris and the diaphragm was intact and dry. All six fuel delivery lines and each fuel injector valve were absent of debris.

The previous owner stated that he had owned the airplane for about five years. He said the airplane operated well and had a good running engine; however, if a pilot was not familiar with the fuel system, it could result in a fuel exhaustion/power loss. He said the engine burned about 12.5 gallons per hour when operated at 65% power and properly leaned. The previous owner said the new owner planned to fly the airplane "much faster than 65%" on their trip back to Texas.

The previous owner explained that the airplane was equipped with two main fuel tanks (one in each wing) that were interconnected with two auxiliary tanks (one in each wing). If the pilot departed with full fuel, he'd have to first fly for one hour on the left tank to make head room because if the pilot flew on the auxiliary tank, any unused fuel would automatically be returned to the left main tank by design. So, to avoid excess fuel being ported overboard, the pilot needed to make sure there was enough room in the left tank to capture any unused fuel. The auxiliary tanks only had about 45 minutes of fuel and should only be selected after using fuel from the main tanks. The auxiliary tanks pump fuel faster than what the engine can consume, so that is why any unused fuel gets returned to the left main tank and has a higher depletion rate than the main tanks. He also said that when operating on the auxiliary tanks, it was important to fly straight and level.

The previous owner said that he once flew the airplane in "ideal" conditions (65% power, at 6,000 ft altitude, in good weather) for 3 hrs and 25 minutes. When he landed he was shocked to find he only had about 3-5 gallons left in the tanks. After that experience, he never flew the airplane longer than a few hours. There was also one time, when he forgot to switch from the auxiliary tanks in flight and the engine shut down without warning. He was able to switch to a fuller tank and re-start the engine within a few seconds.

Examination of the engine produced compression and valve train continuity to each cylinder via manual rotation of the propeller. Both magnetos were removed. When manually rotated, spark was generated to all ignition leads. No mechanical deficiencies were noted that would have precluded normal operation of the engine.

The pilot held an airline transport pilot certificate with a rating for airplane multiengine land as well as commercial pilot privileges for airplane single-engine land and sea. His last Federal Aviation Administration (FAA) first-class medical certificate was issued on September 10, 2018. At that time, the pilot reported a total of 10,400 flight hours.

Weather reported at UNV at 0053 was wind from 320° at 9 knots, visibility 10 miles, scattered clouds at 6,000 ft, broken clouds at 7,500 ft, temperature 9° C, dewpoint 1° C, and an altimeter setting of 30.09 in Hg.

Pilot Information

Certificate: Airline Transport; Commercial
Age: 47, Male
Airplane Rating(s): Multi-engine Land; Single-engine Land; Single-engine Sea
Seat Occupied: Left
Other Aircraft Rating(s): None
Restraint Used:
Instrument Rating(s): Airplane
Second Pilot Present: No
Instructor Rating(s): Airplane Multi-engine; Airplane Single-engine
Toxicology Performed: No
Medical Certification: Class 1 With Waivers/Limitations
Last FAA Medical Exam: 09/10/2018
Occupational Pilot: Yes
Last Flight Review or Equivalent:
Flight Time: 10400 hours (Total, all aircraft)

Aircraft and Owner/Operator Information

Aircraft Make: Beech
Registration: N8319D
Model/Series: 35 J35
Aircraft Category: Airplane
Year of Manufacture: 1958
Amateur Built: No
Airworthiness Certificate: Normal; Utility
Serial Number: D-5452
Landing Gear Type: Retractable - Tricycle
Seats: 6
Date/Type of Last Inspection: 12/24/2017, Annual
Certified Max Gross Wt.:
Time Since Last Inspection: 7 Hours
Engines: 1 Reciprocating
Airframe Total Time: 5106.7 Hours at time of accident
Engine Manufacturer: CMI
ELT: Installed, not activated
Engine Model/Series: IO-470-C
Registered Owner: On file
Rated Power: 230 hp
Operator: On file
Operating Certificate(s) Held: None

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Night
Observation Facility, Elevation: UNV, 1231 ft msl
Distance from Accident Site: 1 Nautical Miles
Observation Time: 0053 EDT
Direction from Accident Site: 60°
Lowest Cloud Condition: Scattered / 6000 ft agl
Visibility:  10 Miles
Lowest Ceiling: Broken / 7500 ft agl
Visibility (RVR):
Wind Speed/Gusts: 9 knots /
Turbulence Type Forecast/Actual: Unknown / Unknown
Wind Direction: 320°
Turbulence Severity Forecast/Actual: Unknown / Unknown
Altimeter Setting: 30.09 inches Hg
Temperature/Dew Point: 9°C / 1°C
Precipitation and Obscuration:
Departure Point: Portsmouth, NH (PSM)
Type of Flight Plan Filed: IFR
Destination: State College, PA (UNV)
Type of Clearance: IFR
Departure Time: 2140 EDT
Type of Airspace: Class D; Class E

Airport Information

Airport: University Park (UNV)
Runway Surface Type: Asphalt
Airport Elevation: 1231 ft
Runway Surface Condition: Vegetation
Runway Used: 24
IFR Approach: None
Runway Length/Width: 6701 ft / 150 ft
VFR Approach/Landing: Forced Landing; Full Stop 

Wreckage and Impact Information

Crew Injuries: 1 Minor
Aircraft Damage: Substantial
Passenger Injuries: 1 Minor
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 2 Minor
Latitude, Longitude: 40.000000, -77.000000 (est)

Loss of Control on Ground: Beech F33A Bonanza, N9469Q; accident occurred October 13, 2018 at Swinton Smith Field (KRVJ), Reidsville, Tattnall County, Georgia

The National Transportation Safety Board did not travel to the scene of this accident.

Additional Participating Entity:
Federal Aviation Administration / Flight Standards District Office; Atlanta, Georgia

Aviation Accident Final Report - National Transportation Safety Board: https://app.ntsb.gov/pdf

Investigation Docket - National Transportation Safety Board: https://dms.ntsb.gov/pubdms

https://registry.faa.gov/N9469Q

Location: Reidsville, GA
Accident Number: ERA19TA011
Date & Time: 10/13/2018, 1315 EDT
Registration: N9469Q
Aircraft: Beech F33
Aircraft Damage: Substantial
Defining Event: Loss of control on ground
Injuries: 1 None
Flight Conducted Under: Part 91: General Aviation - Personal 

Analysis 

The private pilot reported that, during landing, the airplane touched down on the main landing gear slightly left of centerline. As soon as he lowered the nose landing gear (NLG), he felt the airplane lurch left and then right. The pilot attempted to arrest the movement with rudder inputs, followed by differential braking, but the airplane continued to veer right uncontrollably. He then intentionally increased braking until both wheels started skidding. The airplane skidded sideways and then exited the right side of the runway and collided with a taxiway sign before coming to rest upright.

Examination of the wreckage did not reveal evidence of any preimpact mechanical malfunctions or failures that would have precluded normal operation. Continuity of the NLG steering system was confirmed. Given the evidence, it is likely that the pilot did not maintain directional control after landing, which resulted in the runway excursion.

Probable Cause and Findings

The National Transportation Safety Board determines the probable cause(s) of this accident to be:
The pilot's failure to maintain directional control during landing, which resulted in a runway excursion and impact with a taxiway sign.

Findings

Aircraft
Directional control - Not attained/maintained (Cause)

Personnel issues
Aircraft control - Pilot (Cause)

Environmental issues
Sign/marker - Effect on operation (Cause)


Factual Information

On October 13, 2018, about 1315 eastern daylight time, a Beech F33A, N9469Q, was substantially damaged during landing at Swinton Smith Field (RVJ), Reidsville, Georgia. The private pilot was not injured. The personal flight was operated by the pilot and conducted under the provisions of Title 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed and no flight plan was filed for the flight that originated from Wright Army Airfield (LHW), Hinesville, Georgia, about 1215.

The pilot reported that he flew the airport traffic pattern for runway 29, a 5,000-ft-long, 75-ft-wide, asphalt runway. The airplane touched down at 65 knots on the main landing gear about 750 ft from the approach end of the runway and slightly left of centerline. As soon as he lowered the nosegear, he felt the airplane lurch uncharacteristically left and then right. The pilot attempted to arrest the movement first with rudder inputs, then by differential braking. The airplane did not respond and started to veer uncontrollably to the right. He then intentionally increased braking until both wheels started skidding. At this point the airplane was skidding sideways and traveled off the right side of the runway, colliding with a taxiway sign before coming to rest upright.

Examination of the wreckage by a Federal Aviation Administration inspector revealed that the left main landing gear collapsed and the left wing spar was damaged. The inspector added that a continuity check of the nose landing gear system to include all linkage from the rudder pedals to the rudder flight control was performed and no discrepancies were noted. Further examination of the nosewheel well area revealed no visible indications of premature component failure. Examination of the runway revealed main landing gear tire marks about 750 ft from the approach end of the runway. Shortly after the main landing gear tire marks, a nosewheel tire mark was visible and continued straight without any wobbling deviations. The inspector also noted main landing gear tire mark skids further down the runway, consistent with the pilot's report of heavy braking before departing the side of the runway.

The recorded wind at an airport located about 12 nautical miles northwest of the accident site, about the time of the accident, was from 290° at 4 knots.

Pilot Information

Certificate: Private
Age: 67, Male
Airplane Rating(s): Single-engine Land
Seat Occupied: Left
Other Aircraft Rating(s): None
Restraint Used: 3-point
Instrument Rating(s): Airplane
Second Pilot Present: No
Instructor Rating(s): None
Toxicology Performed: No
Medical Certification: BasicMed
Last FAA Medical Exam: 05/22/2018
Occupational Pilot: No
Last Flight Review or Equivalent: 07/06/2018
Flight Time:  668 hours (Total, all aircraft), 110 hours (Total, this make and model), 188 hours (Pilot In Command, all aircraft), 12 hours (Last 90 days, all aircraft), 6 hours (Last 30 days, all aircraft), 1 hours (Last 24 hours, all aircraft)

Aircraft and Owner/Operator Information

Aircraft Make: Beech
Registration: N9469Q
Model/Series: F33 A
Aircraft Category: Airplane
Year of Manufacture: 1972
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: CE-369
Landing Gear Type: Retractable - Tricycle
Seats: 4
Date/Type of Last Inspection: 09/03/2018, Annual
Certified Max Gross Wt.:  3400 lbs
Time Since Last Inspection: 13 Hours
Engines:  Reciprocating
Airframe Total Time: 4033 Hours as of last inspection
Engine Manufacturer: Continental
ELT: C126 installed, not activated
Engine Model/Series: IO-520
Registered Owner: On file
Rated Power: 285 hp
Operator: On file
Operating Certificate(s) Held: None

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: VDI, 274 ft msl
Distance from Accident Site: 12 Nautical Miles
Observation Time: 1315 EDT
Direction from Accident Site: 310°
Lowest Cloud Condition: Clear
Visibility:  10 Miles
Lowest Ceiling: None
Visibility (RVR):
Wind Speed/Gusts: 4 knots /
Turbulence Type Forecast/Actual: None / None
Wind Direction: 290°
Turbulence Severity Forecast/Actual: N/A / N/A
Altimeter Setting: 29.97 inches Hg
Temperature/Dew Point: 26°C / 6°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Hinesville, GA (LHW)
Type of Flight Plan Filed: None
Destination: Reidsville, GA (RVJ)
Type of Clearance: None
Departure Time: 1215 EDT
Type of Airspace:

Airport Information

Airport: Swinton Smith Field (RVJ)
Runway Surface Type: Asphalt
Airport Elevation: 195 ft
Runway Surface Condition: Dry
Runway Used: 29
IFR Approach: None
Runway Length/Width: 5000 ft / 75 ft
VFR Approach/Landing: Full Stop; Traffic Pattern

Wreckage and Impact Information

Crew Injuries: 1 None
Aircraft Damage: Substantial
Passenger Injuries: N/A
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 1 None
Latitude, Longitude: 32.059444, -82.153611 (est)

Air Tractor AT-502B, N6135P: Fatal accident occurred October 12, 2018 and Accident occurred July 02, 2017

By Amy Fojtik, Growing America
http://georgia.growingamerica.com

The National Transportation Safety Board traveled to the scene of this accident.

Additional Participating Entities:
Federal Aviation Administration / Flight Standards District Office; San Antonio, Texas
Air Tractor Inc; Olney, Texas

Aviation Accident Factual Report - National Transportation Safety Board: https://app.ntsb.gov/pdf

Investigation Docket - National Transportation Safety Board: https://dms.ntsb.gov/pubdms 
 
https://registry.faa.gov/N6135P

By Amy Fojtik, Growing America
http://georgia.growingamerica.com

Location: Placedo, TX
Accident Number: CEN19FA003
Date & Time: 10/12/2018, 1831 CDT
Registration: N6135P
Aircraft: Air Tractor AT502
Aircraft Damage: Destroyed
Defining Event: Low altitude operation/event
Injuries: 1 Fatal
Flight Conducted Under: Part 137: Agricultural 

On October 12, 2018, at 1831 central daylight time, an Air Tractor AT-502B airplane, N6135P, impacted an antenna tower near Placedo, Texas. The pilot was fatally injured. The airplane was destroyed by impact forces and a postimpact fire. The airplane was registered to and operated by Coastal Flying Service Inc., Ganado, Texas, as a Title 14 Code of Federal Regulations (CFR) Part 137 aerial application flight. Visual meteorological conditions prevailed at the time of the accident. The flight was not operated on a flight plan. The local flight originated from the operator's private airstrip near Ganado, Texas, about 1730.

On the day of the accident, the pilot had completed two flights before the accident flight. The first flight departed about 0930 and the second about 1015. The accident flight was the third flight of the day. The airplane was fueled to about 3/4 capacity (120 gallons) before the flight. The application load consisted of about 460 gallons of herbicide.

According to a representative of the operator, this was the first time the pilot had sprayed that particular field. The southwest corner of the field was located 1/2-mile east-northeast of a radio antenna tower. Before the flight, they had reviewed the potential hazards using available satellite imagery. Of note were the power lines running along the south side of the field and the antenna tower.

A witness stated that he was outside in his yard, about 3 miles east-northeast of the radio antenna, when he observed the airplane fly over. The airplane seemed to be flying along the road in a west-southwesterly direction and appeared to be level. Nothing seemed to be out of the ordinary, except that it seemed to be flying more slowly than other agricultural airplanes. He recalled the airplane was flying at approximately the same height as the missing section of the antenna.

A second witness reported that he was at home, about 300 yards east of the radio antenna, when he heard the airplane fly over. After initially hearing the airplane, he recalled hearing the sound of it hitting the antenna and then the sound of an explosion. He went to a window and observed the airplane descending toward the ground. From the initial sound, he thought that the airplane was westbound immediately before striking the antenna. 

Pilot Wesley Fojtik and his son, Cort

Pilot Information

Certificate: Commercial
Age: 40, Male
Airplane Rating(s): Single-engine Land
Seat Occupied: Single
Other Aircraft Rating(s): None
Restraint Used:
Instrument Rating(s): None
Second Pilot Present: No
Instructor Rating(s): None
Toxicology Performed: Yes
Medical Certification: Class 2 Without Waivers/Limitations
Last FAA Medical Exam: 05/29/2018
Occupational Pilot: Yes
Last Flight Review or Equivalent: 02/24/2018
Flight Time: 6687 hours (Total, all aircraft), 2102 hours (Total, this make and model) 

The pilot's logbook was not available to the NTSB. At the time of his most recent Federal Aviation Administration (FAA) airman medical certificate application, dated May 28, 2018, the pilot reported a total flight time of 6,500 hours with 200 hours flown within the past 6 months. His most recent flight review was completed in February 2018. He had completed a knowledge and skill test for agricultural aircraft pilot operations on February 24, 2017, and had flown for the operator for about 6 years.

Information provided by the FAA indicated that the pilot was involved in an accident in July 2017 while flying the accident airplane (NTSB No. GAA17CA385). The pilot was focused on some electrical power lines while maneuvering at low altitude during an agricultural application flight. Shortly after clearing the power lines, the airplane impacted a 30 ft tall tower located in his flight path. The pilot noted that he had verified the location of the tower when he circled the first time, but that his focus was on a house and clearing the power lines immediately before the collision. There were no anomalies with respect to the airplane before striking the tower. The cause of the accident was attributed to the pilot's failure to see and avoid the tower.

Records provided by the pilot's cellphone provider indicated that two calls originated from the pilot's cellphone during the time of the flight. The first was initiated at 1741:47 and lasted for 21 minutes and 22 seconds. The second was initiated at 1804:34 and lasted for 6 seconds. Based on this information, the pilot's cellphone was not in use as the time of the impact with the antenna tower.

Aircraft and Owner/Operator Information

Aircraft Make: Air Tractor
Registration: N6135P
Model/Series: AT502 B
Aircraft Category: Airplane
Year of Manufacture: 1995
Amateur Built: No
Airworthiness Certificate: Restricted
Serial Number: 502B-0286
Landing Gear Type: Tailwheel
Seats: 1
Date/Type of Last Inspection: 10/14/2017, Annual
Certified Max Gross Wt.: 8000 lbs
Time Since Last Inspection:
Engines: 1 Turbo Prop
Airframe Total Time: 9428 Hours as of last inspection
Engine Manufacturer: Pratt & Whitney Canada
ELT: Not installed
Engine Model/Series: PT6A-34AG
Registered Owner: Coastal Flying Service Inc
Rated Power: 750 hp
Operator:  Coastal Flying Service Inc
Operating Certificate(s) Held: Agricultural Aircraft (137)
Operator Does Business As: Coastal Flying Service Inc.
Operator Designator Code: 9CRG

The airplane was issued a restricted category special airworthiness certificate in February 1995. The operator purchased the airplane in March 2011. The most recent annual inspection was completed on October 14, 2017, at which time, the airframe had accumulated 9,428 hours total time in service. The annual inspection maintenance logbook entry included the notation, "recovered aircraft after off field landing due to prop strike." It also noted that both wings were repaired, and the left horizontal stabilizer and elevator assemblies were replaced. An overhauled engine and a new propeller assembly were installed at that time. An engine inspection was conducted on August 1, 2018, and about 248 hours had accumulated since installation/annual inspection.

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: VCT, 115 ft msl
Distance from Accident Site: 10 Nautical Miles
Observation Time: 1851 CDT
Direction from Accident Site: 325°
Lowest Cloud Condition: Few / 3500 ft agl
Visibility:  10 Miles
Lowest Ceiling: None
Visibility (RVR):
Wind Speed/Gusts: 6 knots /
Turbulence Type Forecast/Actual:
Wind Direction: 130°
Turbulence Severity Forecast/Actual:
Altimeter Setting: 29.86 inches Hg
Temperature/Dew Point: 27°C / 22°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Ganado, TX (PVT)
Type of Flight Plan Filed: None
Destination: Ganado, TX (PVT)
Type of Clearance: None
Departure Time: 1730 CDT
Type of Airspace: Class G

A representative of the operator recalled that it was clear with an east-southeast wind of about 10 knots at the time of the accident flight; a "beautiful day." A witness recalled that weather was sunny and partly cloudy, with no restrictions to visibility.

At the time of the accident, the sun was positioned about 6° above the horizon, at an azimuth of 258° (west-southwest). Sunset occurred at 1901.

Airport Information

Airport: Private (PVT)
Runway Surface Type: Grass/turf; Gravel
Airport Elevation: 57 ft
Runway Surface Condition: Dry
Runway Used: 18
IFR Approach: None
Runway Length/Width: 2100 ft / 50 ft
VFR Approach/Landing: None 

Wreckage and Impact Information

Crew Injuries: 1 Fatal
Aircraft Damage: Destroyed
Passenger Injuries: N/A
Aircraft Fire: In-Flight
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 1 Fatal
Latitude, Longitude: 28.705833, -96.804444 

The accident site was located about 700 ft west-southwest of the antenna. The airplane came to rest adjacent to a two-lane paved roadway. The main wreckage consisted of the fuselage, wings, and empennage. A section of the antenna tower structure was intertwined with the right wing. The fuselage nose section, including the firewall and engine, had separated and were located in a roadway ditch about 25 ft east of the main wreckage. The propeller had separated from the engine. It came to rest in a ditch on the opposite side of the road about 125 ft west of the main wreckage. The outboard right wing and right horizontal stabilizer were separated and located at the accident site.

A postaccident airplane examination did not reveal any anomalies consistent with a preimpact failure or malfunction. A detailed summary of the examination is included in the docket associated with the investigation.

Documentation obtained from the Federal Communications Commission revealed that the antenna tower involved in the accident was constructed in January 1992. The overall height of the tower was 118.6 meters (389.1 ft) above ground level (agl); 132.9 meters (436.0 ft) above mean sea level. The tower was painted with alternating bands of aviation orange and white. It was also equipped with flashing red obstruction lights. The top-mounted light could not be evaluated to determine if it was operational because the upper section of the tower had separated during the accident. The intermediate level light was operational after the accident.

FAA Advisory Circular (AC) 70/7460-1L recommended standards for marking and lighting obstructions that have been deemed a hazard to air navigation. The AC noted that any structure exceeding 200 ft agl should be marked and/or lighted. Communications towers should be painted with a pattern of alternate bands of aviation orange and white for recognition during day lighting conditions. Flashing red or white obstruction lights should be used for recognition during night lighting conditions.

A review of the Houston sectional chart current at the time of the accident revealed that the antenna tower involved was accurately depicted. 

Medical And Pathological Information

The Travis County Medical Examiner's Office in Austin, Texas, performed an autopsy of the pilot on October 15, 2018. The pilot's death was attributed to blunt force injuries sustained in the accident. Toxicology testing performed at the FAA Forensic Sciences Laboratory was negative for all drugs in the testing profile.

Organizational And Management Information

The operator had been issued an FAA operating certificate and operations specification for agricultural aircraft operations under Title 14 CFR Part 137. An Air Tractor AT-402A airplane was also included on the certificate. The pilot was listed as the chief supervisor and point-of-contact for the operator.

Amy and Wesley Fojtik and their son, Cort. 

Additional Participating Entity:
Federal Aviation Administration / Flight Standards District Office; Houston, Texas

Aviation Accident Final Report - National Transportation Safety Board: https://app.ntsb.gov/pdf

Investigation Docket - National Transportation Safety Board: https://dms.ntsb.gov/pubdms

Aviation Accident Data Summary - National Transportation Safety Board: https://app.ntsb.gov/pdf 

http://registry.faa.gov/N6135P

Location: Edna, TX
Accident Number: GAA17CA385
Date & Time: 07/02/2017, 1040 CDT
Registration: N6135P
Aircraft: AIR TRACTOR INC AT 502
Aircraft Damage: Substantial
Defining Event: Controlled flight into terr/obj (CFIT)
Injuries: 1 None
Flight Conducted Under: Part 137: Agricultural

Analysis

The pilot reported that, while maneuvering at low altitude over a field during an aerial application flight, he was focused on the top of the electrical poles that paralleled the field. He added that he crossed between the electrical poles and was focused on the pole to the right of the airplane. Once he crossed the top wire he focused his attention forward, but added that he "was staring at a 30-ft tower just to the left of the nose" of the airplane. The airplane struck the tower and then impacted the ground.

The airplane sustained substantial damage to the empennage.

The pilot reported that there were no preaccident mechanical malfunctions or failures with the airplane that would have precluded normal operation. 

Probable Cause and Findings

The National Transportation Safety Board determines the probable cause(s) of this accident to be:
The pilot's failure to see and avoid a tower during an agricultural application flight. 

Findings

Aircraft
Altitude - Not attained/maintained (Cause)

Personnel issues
Monitoring environment - Pilot (Cause)

Environmental issues
Tower/antenna (incl guy wires) - Effect on operation (Cause)

Factual Information

History of Flight

Maneuvering
Controlled flight into terr/obj (CFIT) (Defining event)

Pilot Information

Certificate: Commercial
Age: 39, Male
Airplane Rating(s): Single-engine Land
Seat Occupied: Single
Other Aircraft Rating(s): None
Restraint Used: Unknown
Instrument Rating(s): None
Second Pilot Present: No
Instructor Rating(s): None
Toxicology Performed: No
Medical Certification: Class 2 Without Waivers/Limitations
Last FAA Medical Exam: 05/01/2017
Occupational Pilot: Yes
Last Flight Review or Equivalent: 02/28/2016
Flight Time: (Estimated) 6499 hours (Total, all aircraft), 2081 hours (Total, this make and model), 6499 hours (Pilot In Command, all aircraft), 171 hours (Last 90 days, all aircraft), 55 hours (Last 30 days, all aircraft), 6 hours (Last 24 hours, all aircraft) 

Aircraft and Owner/Operator Information

Aircraft Manufacturer: AIR TRACTOR INC
Registration: N6135P
Model/Series: AT 502 B
Aircraft Category: Airplane
Year of Manufacture: 1995
Amateur Built: No
Airworthiness Certificate: Restricted
Serial Number: 502B-0286
Landing Gear Type: Tailwheel
Seats: 1
Date/Type of Last Inspection: 12/07/2016, Annual
Certified Max Gross Wt.:  9400 lbs
Time Since Last Inspection:
Engines: 1 Turbo Prop
Airframe Total Time: 9428.7 Hours at time of accident
Engine Manufacturer: Pratt & Whitney
ELT: Not installed
Engine Model/Series: PT6A-34
Registered Owner: COASTAL FLYING SERVICE INC
Rated Power: 750 hp
Operator: COASTAL FLYING SERVICE INC
Operating Certificate(s) Held: Agricultural Aircraft (137) 

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: KVCT, 115 ft msl
Observation Time: 1551 UTC
Distance from Accident Site: 12 Nautical Miles
Direction from Accident Site: 230°
Lowest Cloud Condition: Scattered / 2900 ft agl
Temperature/Dew Point: 32°C / 24°C
Lowest Ceiling: Broken / 3700 ft agl
Visibility: 9 Miles
Wind Speed/Gusts, Direction: 11 knots, 160°
Visibility (RVR):
Altimeter Setting: 30.14 inches Hg
Visibility (RVV):
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Ganado, TX
Type of Flight Plan Filed: None
Destination: Ganado, TX
Type of Clearance: None
Departure Time: 1000 CDT
Type of Airspace: Class G 

Wreckage and Impact Information

Crew Injuries: 1 None
Aircraft Damage: Substantial
Passenger Injuries:N/A
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 1 None
Latitude, Longitude: 28.986111, -96.758889 (est)

Preventing Similar Accidents  

Preventing Obstacle Collisions in Agricultural Operations

Accidents involving collisions with obstacles, including poles, wires, guy wires, meteorological evaluation towers, or trees, are among the most common types of agricultural aircraft accidents. Some collisions involved obstacles that the pilots did not see (even during survey flights), but others involved obstacles that were known to the pilot and/or had characteristics that would make them visibly conspicuous.

Agricultural pilots should do the following:

Maintain a quick-reference document (paper or electronic) at the operations base that contains field maps, charts, photographs, and details of all known obstacles.

Frequently review current aeronautical charts for information about obstacles.

Before leaving the ground, spend time becoming familiar with all available information about the target field and programming navigation equipment. Such preflight action can help reduce the potential for confusion or distraction in flight.

Conduct aerial surveys of the target field but do not rely solely on an aerial survey to identify potential obstacles.

Conduct regular ground surveys of fields. Some towers can be erected in hours, and obstacles can change since you last worked that field. Speak with farmers and land owners to raise awareness about obstacle hazards.

When possible, use ground crews. They may be in a better position to see certain obstacles and help you ensure that your aircraft remains clear of them.

Watch for shadows and irregularities in growth patterns to help identify obstacles. Use GPS and other technology to maintain awareness of obstacle locations.

Be aware that workload, fatigue, sun glare, and distractions in the cockpit can adversely affect your ability to see, avoid, or remember obstacles. Heavier loads and higher density altitudes can affect the performance of your aircraft.

The National Agricultural Aviation Association's Professional Aerial Applicators' Support System reminds pilots that, when ferrying an aircraft or transitioning between sites, flying above 500 feet reduces obstacle collision risks: 'Ferry Above Five and Stay Alive.'

See http://www.ntsb.gov/safety/safety-alerts/documents/SA_035.pdf for additional resources.

The NTSB presents this information to prevent recurrence of similar accidents. Note that this should not be considered guidance from the regulator, nor does this supersede existing FAA Regulations (FARs).