History of Flight
On June 27, 2023, about 1855 central daylight time, a Schweizer Aircraft Corp G-164B, registration N7503H, was substantially damaged in an accident near Beltrami, Minnesota. The pilot sustained fatal injuries. The aircraft was operating as a Title 14 Code of Federal Regulations Part 137 aerial application flight.
The accident occurred near the end of the pilot’s second application flight to the field and his 19th flight of the day. Data from the Satloc M3 GPS guidance system indicated the airplane departed at 1825:41, climbed to 1,200 ft msl, and proceeded south to the field. The pilot descended to about 20 ft above the field and began 12 application runs. After completing the 12th run, the airplane climbed to about 1,250 ft msl and made two north-to-south orbits over the east end of the field. Following the second orbit, the airplane turned left to a heading of about 270° and descended to 816 ft msl. It proceeded west across the field. The last data point recorded a heading of 270°, altitude 816 ft, and airspeed 134.1 mph at the west edge of the field. The wreckage was discovered in a beet field about ¼ mile north-northwest of the sprayed field. No witnesses were present.
Personnel Information
The operator reported that the pilot, on his most recent insurance application, indicated 5,875 total flying hours, including 3,158 hours in an “Ag Cat” with a Garrett TPE 331-1-151A turboprop engine and 944 hours in an “Ag Cat” with a PT-6-A-15 turboprop engine. The operator estimated the pilot had flown about 75 hours in each type over the previous 90 days.
The operator described the pilot as responsible, productive, and high-quality. The pilot was considered in good health, not easily fatigued, unmarried, and without significant personal stresses. On the accident day, the pilot began work at 0530, with the first takeoff around 0600. The operator characterized the workload as moderate.
Aircraft Information
The operator stated the airplane carried 3,020 pounds of product and an estimated 45 gallons of Jet-A fuel. The operator noted that such a load was typical for the pilot and not unusual.
Meteorological Information
The operator reported the weather as “beautiful” and a “perfect spray day.”
Wreckage and Impact Information
The airplane came to rest inverted in a beet field near the intersection of two township roads. The nose was oriented southeast. The initial impact point was a crater with a ground scar extending about 45 ft northwest to the wreckage. Ground impressions from both top wings were on each side of the scar about 20 ft from the impact point, indicating an upright, wings-level, nose-down attitude before nosing over. Underbelly components, including the spray pump, were found at the initial impact point. Small metal fragments and yellow paint chips were along the scar.
The main wreckage contained all major components. The fuselage top, vertical stabilizer, and rudder were crushed downward. The upper wing was bent forward with crushed skin. The bottom left wing broke forward at the root; the bottom right wing exhibited skin buckling. Both main landing gear were broken aft. The engine was intact with bent mounts; the cowling was crushed around it. The three-bladed propeller remained attached. One blade was bent about 100° aft 12 inches outboard of the hub; the second was bent slightly aft at the hub with a fractured tip; the third was bent forward at mid-span with chordwise scratches near the tip.
Fuel was observed on the ground with no water or sediment in drained samples. Examination of the flight control system revealed no preaccident failures or malfunctions. The aircraft was recovered for further examination. Satloc system devices, cockpit engine instruments, and a Garmin aera 560 were sent to the NTSB Vehicle Recorders Laboratory. The engine, propeller, and propeller governor were sent to manufacturers. Postaccident examination of the engine showed torsional overload features on the ring gear hub and torsional shaft. The propeller governor showed no abnormal preaccident signs. Propeller blade examination found chordwise-rotational abrasion on all blades, with one bent forward and two aft, and compound bending. Witness marks on the piston cylinder wall indicated blade angles between 9.6° and 14.7°, within the normal range of 6° to 27°.
Data from the Satloc M3, OPT-1 oil gauge, M-1 TOT gauge, and R-1 tachometer were downloaded. The FP-5 fuel indicator and VA-1A-300 gauge provided no pertinent data.
Medical and Pathological Information
An autopsy by the University of North Dakota determined the cause of death as blunt force trauma. Toxicology testing by the FAA Civil Aerospace Medical Institute was negative for all substances.