WPR11FA221

The pilot's continued visual flight rules flight into deteriorating weather conditions in an airplane not equipped for instrument flight, which resulted in a collision with terrain.

The instrument-rated pilot departed to reposition the airplane, which was configured for visual flight rules (VFR) operations only, to its base of operation about 316 miles northwest of the departure airport. Weather conditions at the departure airport were VFR, however, the destination airport and throughout the western portion of the route had deteriorating weather conditions and low cloud ceilings. There was no record of the pilot obtaining a weather brief for the flight; however, while filing a VFR flight plan, the pilot informed the weather briefer that he already had weather information and declined any additional weather information offered by the briefer. A witness located near the accident site heard the sound of an airplane flying low and fast from the east to the west past her home. Shortly after hearing the airplane, she heard a "poof" sound and immediately looked outside for the airplane. The witness stated that she did not see the airplane or any smoke in the area; however, she observed a cloud layer covering the top of the mountain ridge where the accident site was later located. The global positioning system (GPS) track for the flight indicated that during the later portion of the flight, the airplane descended from an altitude of about 5,869 feet mean sea level (msl) to 3,054 feet msl, while conducting several course changes from the northwest to the southwest, most likely as a result of the pilot attempting to avoid or remain clear of the deteriorating weather conditions. The GPS data further showed a climb to an altitude of about 3,241 feet msl before turning left to a westerly heading. About 2 minutes later, the data showed a left turn to the southwest at an altitude of about 3,406 feet msl, where a descent was initiated. The last recorded data point was recorded at an altitude of about 3,284 feet msl. The accident site was located about 0.15 miles southwest of the last recorded GPS position at an elevation of about 3,077 feet msl. A weather report in the area of the accident showed a visibility of 2 miles, mist, overcast cloud layer at 700 feet, and a variable ceiling from 400 feet to 1,100 feet.

HISTORY OF FLIGHT On May 9, 2011, about 0915 mountain daylight time, an Air Tractor AT-802A, N8523H, sustained substantial damage when it impacted terrain about 11 miles east of the Frank Wiley Field Airport (MLS), Miles City, Montana. The commercial pilot, sole occupant of the airplane, was fatally injured. The airplane was registered to and operated by Taylor Aviation, Fort Benton, Montana, under the provisions of Title 14 Code of Federal Regulations Part 91. Visual and instrument meteorological conditions prevailed in the area and a visual flight rules flight plan was filed for the repositioning flight. The cross-country flight originated from Aberdeen, South Dakota, about 0752 central daylight time, destined for Fort Benton, with an intermediate fuel stop at MLS. Information provided by the Federal Aviation Administration (FAA) revealed that the operator/owner of the airplane contacted the FAA on the evening of May 9, 2011, after they became concerned when the pilot had not arrived at his intended destination. The FAA subsequently issued an Alert Notification (ALNOT). The Montana Aeronautics Division, United States Air Force, local law enforcement, and local volunteer pilots commenced search and rescue operations throughout the area of the pilot's intended flight path. The wreckage was located by aerial units on the afternoon of May 10, 2011. A witness, who was located about 0.3 miles northeast of the accident site reported that while inside her home, she heard the sound of an airplane flying low and fast past her home. She said that the sound of the airplane was very brief and seemed like the airplane was moving very fast from the east to the west. Shortly after hearing the airplane, she heard a "poof" sound and immediately looked outside the window for the airplane. The witness stated that she didn't see the airplane or any smoke in the area. The witness further stated that she observed a cloud layer covering the top of the mountain ridge to the west and noted a light rain mist with good visibility below the layer of clouds. According to a company representative, the pilot was returning from Wisconsin following the completion of an aerial firefighting contract and was relocating the airplane to Fort Benton. Information obtained from Lockheed Martin Flight Service revealed that the pilot spoke to a weather briefer at 0733 central daylight time. The pilot filed a VFR flight plan from Aberdeen to Fort Benton with a fuel stop at MLS. The pilot was offered a weather briefing, however, declined and advised the weather specialist that he had the weather information. About 4 minutes later, the pilot contacted Lockheed Martin Flight Service a second time and activated his flight plan; the pilot declined a weather briefing for his intended route of flight. PERSONNEL INFORMATION The pilot, age 65, held a commercial pilot certificate with an airplane single-engine land, airplane multi-engine land, and instrument airplane ratings. In addition, the pilot held a flight instructor certificate with airplane single-engine land and instrument airplane ratings. The pilot was issued a second-class airman medical certificate on November 12, 2010, with a limitation that the pilot "must wear corrective lenses." On an Interagency Airplane Pilot Qualifications Approval Record for the Department of Interior, dated February 7, 2011, the pilot reported that he had accumulated 18,824 hours of total flight time, of which 73 hours were simulated instrument and 7.7 hours were in actual instrument flight conditions. The pilot further reported that he had accumulated 172 hours in the previous 12 months and 80 hours within the previous 60 days. The pilot's most recent flight review was conducted in the accident make/model airplane on March 8, 2010. AIRCRAFT INFORMATION The single-seat, low-wing, fixed-gear airplane, serial number (S/N) 802A-0162, was manufactured in 2003. It was powered by a Pratt and Whitney PT6A-67AG, serial number PCE-RD0085, rated at 1,350 horse power. The airplane was also equipped with a Hartzell model HC-B5MA-3D, serial number M11276NS, five-bladed adjustable pitch propeller. The airplane was equipped with instruments that allowed for operation in visual flight rules only. Review of the aircraft maintenance records revealed that the airplane's most recent annual inspection was completed on February 26, 2011, at an airframe and engine total time of 1,406.6 hours. METEOROLOGICAL INFORMATION A National Transportation Safety Board (NTSB) staff meteorologist prepared a factual report for the area and timeframe surrounding the accident. A National Weather Service (NWS) Surface Analysis Chart, issued at 0900, depicted a stationary front just to the southeast of the accident site stretching northeastward into southern Canada. The station models in the vicinity of the accident site and to the west of the stationary front depicted temperatures in the low 50’s Fahrenheit, with temperature-dew point spreads of 3 degrees Fahrenheit or less, northeast wind between 5 and 15 knots, overcast sky cover with light rain and mist. Station models to the east of the stationary front showed temperatures in the mid 50’s Fahrenheit, dew point temperatures near 50 degrees Fahrenheit, an east wind between 5 and 15 knots, overcast skies, and mist. The accident site was located immediately north of the stationary frontal boundary in the cold air sector of the front where low clouds and light precipitation would generally be expected. The closest weather reporting facility to the accident site was the Frank Wiley Field Airport (MLS), Miles City, located 11 miles west of the accident site at an elevation of 2,630 feet msl. At 0853, the reported conditions were wind from 050 degrees at 11 knots, visibility 2 statute miles, mist, overcast cloud layer at 700 feet, temperature 12 degrees Celsius, dew point 11 degrees Celsius, altimeter setting of 29.62 inches of Mercury, and a variable ceiling from 400 feet to 1,100 feet. At 0919, a special unscheduled METAR at MLS reported wind from 00 degrees at 12 knots, visibility 2 statute miles, mist, temperature 12 degrees Celsius, dew point 11 degrees Celsius. The amended NWS Terminal Aerodrome Forecast (TAF) that was valid at 0627 expected wind from 330 degrees at 11 knots, visibility 6 miles with light rain showers, a broken ceiling at 1,300 feet, and overcast skies at 4,500 feet. Temporary conditions between 0600 MDT and 0900 MDT expected visibility of 1 mile with moderate rain and mist, and a broken ceiling at 500 feet. For further information, see the Meteorological Factual Report within the public docket. WRECKAGE AND IMPACT INFORMATION Examination of the accident site revealed that wreckage debris and broken tree limbs were scattered about a 368 foot debris path along an approximate 212 degree magnetic heading from a cluster of damaged 50 to 60 foot tall trees. A portion of the left wing tip and red navigation lens was located below the initial cluster of trees, which was the first identified point of contact (FIPC) at an elevation of about 3,077 feet msl. The debris path progressively extended along rising terrain to an altitude of about 3,137 feet at the main wreckage. All major structural components of the airplane including all primary flight controls were located along the debris path. Numerous trees of about 18 inches to 20 inches in diameter were topped and damaged at various heights along the wreckage debris path. When viewed from the main wreckage looking to the east, northeast, damage to the trees was progressively lower in height along the debris path from the FIPC to the main wreckage. Examination of the airplane revealed that the fuselage exhibited impact damage to the hopper, forward portion of the cockpit, and the bottom of the fuselage structure. The fuselage structure was separated just aft of the baggage compartment. The ins