N4126T

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 directi...