Incident Overview
On October 18, 2020, at approximately 1100 central daylight time, a Cessna 182Q (registration N97875) was involved in a ground collision with a snowplow near Spearfish, South Dakota. The airplane, which was primarily white in color, sustained substantial damage to the rudder and aft portion of the vertical stabilizer. The pilot and passenger were not injured. The flight was conducted under Title 14 Code of Federal Regulations Part 91 as a personal flight.
Pilot Actions
The pilot reported that while preparing to depart from Black Hills Airport–Clyde Ice Field (SPF), he observed a snowplow making several passes on the runway. After de-icing the airplane and while positioned on the ramp, he contacted Ellsworth Approach Control via cell phone for his clearance. He saw the snowplow turn off the runway and then made a radio call on the airport's Common Traffic Advisory Frequency (CTAF), announcing his intention to depart the ramp and taxi to runway 13. The pilot stated that all airplane lights were on as it moved from the ramp area. When the airplane was about 200 feet from the end of the taxiway, near the beginning of runway 13, it was struck from behind by the snowplow. The pilot said he was not aware of what hit the airplane until after exiting.
Line Service Employee Account
A line service employee stated that he did not hear the pilot make any radio calls during taxi. He recalled telling the pilot to watch for the snowplow that was plowing the runway. The employee normally called the snowplow driver to alert him of departing aircraft, but did not do so before the accident because he assumed the snowplow driver had seen the accident airplane while plowing the taxiway. He noted that the accident airplane was the first departure of the day at the airport. Although he did not observe the airplane taxi, he stated that after the engine started, the airplane sat on the ramp for a while with its lights on.
Snowplow Driver Account
The snowplow driver stated that he began work between 0900 and 1000 on the accident day. He asked the pilot whether he had made any position reports on CTAF; the pilot replied that he had not because he was communicating with Ellsworth Approach Control. The snowplow driver indicated that airport personnel do not monitor Ellsworth Approach Control but instead monitor and communicate on CTAF. He stated that he always makes radio calls on CTAF when plowing on the runway and when exiting the runway, but does not make calls while on taxiways. He said it was difficult to see the airplane due to a lack of contrast with the surrounding snow-covered terrain.
Airport Manager and Additional Information
The SPF manager stated that he was not working at the airport on the day of the accident. He noted that no surveillance video captured the collision near the end of the runway, and CTAF communications were not recorded at the airport. No Notices to Air Missions (NOTAMs) were issued that day; according to the manager, NOTAMs are typically issued for significant snowfall, and the 1/2- to 1-inch accumulation present did not trigger a NOTAM.
FAA Guidance on Ground Vehicle Operations
The Federal Aviation Administration (FAA) publication *FAA Guide to Ground Vehicle Operations, Non-Towered Airports* provides guidance for airports without control towers. It states that at non-towered airports, controller permission is not required before entering a runway or taxiway. The document lists best practices, including: approaching runways and taxiways with caution (stop, look both ways, and listen with windows open); making radio announcements on CTAF before entering a taxiway or runway; yielding right-of-way to taxiing aircraft; carrying a radio tuned to CTAF or UNICOM; and ensuring no conflicting aircraft are present before crossing a runway. It also notes that some aircraft at non-towered airports may not be equipped with radios and recommends turning on vehicle rotating beacons and headlights while on the airport surface.