N4015PAyres S2R-T15 · 1979

On August 17, 2008, at 1305 central daylight time, an Ayres, S2R-T15, N4015P, incurred substantial damage when it collided with trees while approaching an application area in Morton, Mississippi. The pilot was killed. Visual meteorological conditions prevailed and no flight plan was filed. The aerial application flight was operated by Cochran Flying Service, under the provisions of Title 14 Code of Federal Regulations Part 137.

Information obtain from the operator’s representative indicated the pilot had made several applications earlier in the day. He returned back to the private airstrip in Canton, Mississippi, to refuel the airplane with 100 gallons (gal) and load a total of 120 gal of pesticide for the next scheduled application of the day. The pilot departed about 1245 for the intended crop. A family member was concerned when the pilot did not return by the expected time. The crop owner reported that he never saw the airplane and there was no indication that the crop was sprayed. The local authorities were notified and a search for the airplane was initiated. The airplane was located that evening proximately a 1/4 mile north of the intended crop. It was on a southerly heading when it collided with the trees.

The pilot held a commercial pilot certificate with airplane single engine and multi engine land rating; with limitation of carrying passengers in airplanes for hire is prohibited at night and on cross-country flight of more than 50 nautical miles. He was issued a second-class medical certificate in March 28, 2008, with a limitation of must wear corrective lenses. The pilot reported 19,000 total flight hours at the time of the medical. The pilot held an airframe and powerplant certificate with an inspection authorization rating. The pilot’s flightlog books were not provided.

The Ayres, S2R-T15, was built in 1979 with serial number T15-004. The airplane’s classification was restricted and with a category of agriculture and pest control. The responding Federal Aviation Administration (FAA) Inspector stated a review of the airplane’s maintenance records revealed the airplane had an annual inspection on the airframe, propeller, and engine on February 17, 2008, at which time the airplane had accumulated a total of 11,356 hours. The airplane had maintenance performed on June 10, 2008.

The nearest official weather reporting station was Jackson International Airport (JAN), Jackson, MS., located 24 miles south west of the accident site. The 1254 surface observation was: winds 030 at 9 knots; visibility 8 statute miles; sky condition scatter 1,400, cumulonimbus clouds, broken at 4,900 to 6,500 feet, rain; temperature 28 degrees Celsius; dew point 22 degrees Celsius; altimeter 29.59 inches of mercury.

Weather information obtained by the U.S. Department of Commerce National Oceanic & Atmospheric Administration for the times and area of the accident sight revealed no weather conditions existed that would have adverse effect on the pilot and the airplane during the accident flight.

The responding FAA inspector stated the onboard GPS system stopped recording the flight approximately 1 mile north, northwest of the accident sight. The airplane was on a south heading when it collided with the trees. The aircraft came to rest in a heavily wooded area on a heading of 180 degrees. The airplane’s propeller cut several trees and branches during its descent. The airplane separated into several sections during the crash sequence. The fuselage and wings came to rest 84 feet from where the airplane first made contact with the trees. The engine section came to rest 75 feet from the fuselage. Examination of the wreckage established flight control continuity; all separation were from impact damage. All flight controls surfaces and its systems were found at the accident sight.

The airplane’s engine and propeller were examined by their respective manufacturers with National Transportation Safety Board and FAA oversight. There were no indications of any mechanical discrepancies to any of the engine’s component noted. Damages to the engine were consistent with the engine at mid to high power range at the time of impact. There were no discrepancies noted that would have prevented normal operations of the propeller. All damage was consistent with impact damage. The propeller was rotating and not feathered, and damages to the blades were consistent with operating at high power at the time of impact.

The Mississippi State Medical Examiners Office in Jackson, Mississippi, conducted a postmortem examination. The cause of death for the pilot was blunt force trauma.

The FAA Civil Aeromedical Institute (CAMI) conducted toxicology testing on specimens from the pilot. No carbon monoxide, cyanide, ethanol, or drugs were detected.