N6135PAir Tractor AT-502B · 1995

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.

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.

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.

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 as 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.

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.

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.

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.

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.

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.