History of Flight
On October 12, 2018, at 1831 central daylight time, an Air Tractor AT-502B airplane, registration N6135P, collided with an antenna tower near Placedo, Texas. The pilot sustained fatal injuries, and the airplane was destroyed by impact forces and a post-impact fire. The aircraft was operated by Coastal Flying Service Inc., based in Ganado, Texas, under Title 14 Code of Federal Regulations Part 137 for aerial application. Visual meteorological conditions prevailed, and the flight was not operated on a flight plan. The local flight originated from the operator's private airstrip near Ganado about 1730.
On the accident day, the pilot had completed two earlier flights: the first departing about 0930 and the second about 1015. The accident flight was the third of the day. Before departure, the airplane was fueled to approximately three-quarters capacity (120 gallons), and 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 one-half mile east-northeast of a radio antenna tower. Before the flight, potential hazards were reviewed using satellite imagery, notably power lines along the south side of the field and the antenna tower.
A witness approximately 3 miles east-northeast of the radio antenna observed the airplane flying along a road in a west-southwesterly direction. The airplane appeared level and at the same height as the missing section of the antenna, flying slower than typical agricultural airplanes. Another witness, about 300 yards east of the antenna, heard the airplane fly over, then heard the sound of it hitting the antenna followed by an explosion. He saw the airplane descending and believed it was westbound immediately before the strike.
Personnel Information
The pilot's logbook was not available. According to his most recent FAA medical certificate application (May 28, 2018), he reported 6,500 total flight hours, with 200 hours in the preceding 6 months. His most recent flight review was completed in February 2018. He passed a knowledge and skill test for agricultural aircraft pilot operations on February 24, 2017, and had flown for the operator for about 6 years.
FAA records indicate the pilot was involved in a previous accident in July 2017 while flying the same airplane (NTSB No. GAA17CA385). In that incident, the pilot was focused on power lines while maneuvering at low altitude and struck a 30-foot tower after clearing the lines. The cause was attributed to the pilot's failure to see and avoid the tower.
Cellphone provider records showed two calls from the pilot's phone during the flight: one from 1741:47 lasting 21 minutes 22 seconds, and another initiated at 1804:34 lasting 6 seconds. The phone was not in use at the time of impact.
Aircraft Information
The Air Tractor AT-502B 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 total hours. The maintenance logbook entry noted the aircraft was "recovered after off field landing due to prop strike" and 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 the annual inspection.
Meteorological Information
A representative of the operator recalled clear conditions with an east-southeast wind of about 10 knots, describing it as a "beautiful day." A witness reported sunny and partly cloudy conditions 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.
Wreckage and Impact Information
The accident site was located about 700 feet west-southwest of the antenna tower, 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 was found in a roadway ditch about 25 feet east of the main wreckage. The propeller had separated from the engine and came to rest in a ditch on the opposite side of the road, about 125 feet west of the main wreckage. The outboard right wing and right horizontal stabilizer were separated and located at the accident site.
A postaccident examination of the airplane revealed no anomalies consistent with a preimpact failure or malfunction.
Documentation from the Federal Communications Commission indicates the antenna tower was constructed in January 1992. Its overall height was 118.6 meters (389.1 feet) above ground level (agl) and 132.9 meters (436.0 feet) above mean sea level. The tower was painted with alternating bands of aviation orange and white and equipped with flashing red obstruction lights. The top-mounted light could not be evaluated for operation because the upper section of the tower had separated during the accident, but the intermediate level light was operational afterward.
FAA Advisory Circular 70/7460-1L recommends marking and lighting for structures exceeding 200 feet agl that are considered hazards to air navigation. The Houston sectional chart current at the time of the accident accurately depicted the antenna tower.
Medical and Pathological Information
An autopsy performed by the Travis County Medical Examiner's Office on October 15, 2018, attributed the pilot's death to blunt force injuries sustained in the accident. Toxicology testing by the FAA Forensic Sciences Laboratory was negative for all drugs in the testing profile.
Organizational and Management Information
The operator held an FAA operating certificate for agricultural aircraft operations under Part 137, with an Air Tractor AT-402A also included on the certificate. The pilot was listed as the chief supervisor and point of contact for the operator.