CEN24FA021

The pilot’s failure to maintain clearance from power lines during an aerial application flight. Contributing to the accident was the pilot’s cell phone use and the position of the sun, which reduced the pilot’s ability to perceive the location of the power lines.

The pilot was conducting an aerial application flight to a field. Multiple witnesses observed that, as the airplane was flying east, it entered a climbing right-bank turn before it collided with a power transmission wire and descended into trees. Onboard avionics recorded the accident flight. Data showed that the pilot did not perform a survey of the field before applying product to the field, likely due to the pilot’s familiarity with the area. The data recorded the airplane’s track as it flew about 100 ft above ground level (agl) over the field, climbed to about 300 ft agl, and entered a wide right-bank turn for undetermined reasons. The airplane’s track crossed through transmission wires that were suspended over the Mississippi River. An examination of the airframe and engine did not reveal any preimpact anomalies that would have precluded normal operation. At the time of day, the sun was located approximately 17° left of the airplane’s nose and about 22° above the horizon. The sun’s position likely contributed to the pilot’s inability to visual acquire the power lines. Local law enforcement performed an examination on the pilot’s cellphone, with permission from the pilot’s family. The report found that the pilot was using his cellphone to both text and call during the flight. The pilot’s diverted attention also would have reduced his situational awareness, making his identification of the power lines less likely. The pilot’s autopsy found evidence of coronary artery disease that conveyed an increased risk of a sudden impairing or incapacitating cardiac event, such as arrhythmia, chest pain, or heart attack. The autopsy did not provide specific evidence that such an event occurred; however, such an event would not have reliably left autopsy evidence. Some or all of the small amount of ethanol detected in cavity blood may have been from postmortem formation rather than alcohol consumption. It is unlikely that the pilot was impaired by ethanol effects at the time of the accident.

Pilot records were not located during the course of the investigation. On the pilot’s most recent application for a medical certificate, dated February 7, 2023, he reported having accrued 14,000 total hours with 400 hours logged in the preceding six months. An autopsy of the pilot was performed by Parish Forensics LLC, Broussard, Louisiana. The autopsy identified plaque causing 60% narrowing of two coronary arteries. The remainder of the visual examination of the heart did not identify other significant natural disease. The pilot’s cause of death was from multiple blunt force injuries. Toxicology testing by the FAA Forensic Sciences Laboratory was positive for ethanol, propanol (N-), verapamil, and norverapamil. Testing on cavity blood and vitreous was negative for propanol (N-). Samples were marked putrefied. The pilot reported his use of verapamil on his most recent application for a FAA medical certificate. Verapamil is a calcium channel blocker used to treat high blood pressure and certain heart rhythm disorders and is acceptable for pilots. On October 24, 2023, about 0910 central daylight time, an Air Tractor AT-502B airplane, N5180W, was substantially damaged when it was involved in an accident near Vidalia, Louisiana. The pilot was fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 137 aerial application flight. Eyewitnesses observed the airplane apply seed to a nearby field and then fly to the east. The airplane entered a climbing right-bank turn, collided with a power transmission wire, and descended into trees. Portions of the airplane were seen falling from the airplane as it descended. The airplane was equipped with a Garmin GPSMap 496 and an AgPilotX system. Both devices recorded the accident flight; however, the AgPilotX provided higher resolution data. The airplane departed the pilot’s private strip about 0902 and flew to the field, about 8.5 miles away, to start the aerial application flight. The device did not record an in-flight survey of the field. The data recorded the airplane’s track as it flew about 100 ft agl over the field, climbed to about 300 ft agl, and entered a wide right-bank turn (see figure 1). The airplane’s track crossed through transmission wires that were suspended over the Mississippi River; the distance from the wire strike to the accident site was about 185 yards. Figure 1. AgPilotX plots with the locations of the wire strike (square) and accident site (triangle) noted The accident site was located in a wooded area. A frayed transmission wire was observed to the east of the main wreckage. Two portions of the left wing’s leading edge were located between the frayed wire and the main wreckage. The airplane remained relatively intact and displayed signatures consistent with a nose-low impact with terrain. All primary flight controls were accounted for at the accident site. Examination of the airplane wreckage found no anomalies that would have contributed to the accident. The left wing had a 6.5 ft-long abrasion on the lower leading edge of the lower spar about 5.5 ft from the inboard side of the wing consistent with a wire strike. Only one of the three propeller blades remained attached to the propeller hub. Another blade was located at the accident site, and the third blade was not recovered. The blade that remained attached displayed a large gouge to the leading edge and chordwise scratches. The separated propeller blade had a large gouge to the leading edge and was also missing the tip of the blade. The engine showed signs of ingesting foreign object debris (the applicant seed), as well as burnt seed throughout the engine’s gas path. The Concordia Parish Sheriff’s Department performed an examination on the pilot’s cellphone, with permission from the pilot’s family. The report found that the pilot was using his cellphone to both text and call during the flight; he had initiated a phone call at 0907:26 that ended at 0910:26. The phone record showed a call to 911 about 0910:50. The phone was an iPhone 14 Pro Max, which included a crash detection feature that that called 911 after a 20-second delay. The airplane’s flight path over the field was generally aligned with a 137° magnetic heading before it began its right turn. At the time of the accident, the sun was positioned about 120° with a relative elevation of 22° above the horizon.