Accident Summary
On September 5, 2024, at about 1014 mountain daylight time, an Air Tractor AT-602 airplane, registration N602BA, was substantially damaged when it struck a power transformer and crashed near Camden, Colorado. The pilot was fatally injured. The airplane was being operated as a Title 14 Code of Federal Regulations (CFR) Part 137 agricultural flight.
Witness Account
A witness observed the airplane complete an initial A-B line, followed by the first spray pass of a sugar beet field. The airplane then turned toward the west and began its second spray pass along the northern edge of the sugar beet field on a west heading. The witness noted that the airplane appeared to pitch up over a grouping of large cottonwood trees, rolled to the right, and descended into a cornfield north of County Rd W.
Wreckage and Impact Sequence
Based on the wreckage distribution, the airplane was flying west along the north edge of the field when the outboard 3 ft of the right wing impacted a power transformer mounted to a power pole. According to the power company, the power pole's first cross support was about 37 ft above ground level (agl) and the second cross support was 39 ft agl. The power transformers exhibited impact damage, including dents, yellow paint chips, and yellow paint transfers.
After impact with the power transformer, a debris path began from the power pole and continued west in the uncultivated portion of the field south of County Rd W. Numerous yellow paint chips were located directly underneath the power pole and scattered along the debris path. Also found along the path were the right aileron counterbalance weight with mounting bracket, right wing tip, outboard half of the right aileron, and right-wing aileron cove skin. The right-wing tip was found about 240 ft west-southwest of the power pole.
Following the impact with the power pole, the airplane traveled 1,232 ft to the west-northwest, where it impacted inverted in a cornfield. The airplane remained inverted and slid 116 ft to the west-northwest. There was no evidence of a postimpact fire.
Onsite Examination
An onsite wreckage examination did not reveal any preimpact mechanical malfunctions or failures that would have precluded normal operation. All primary flight control surfaces (elevators, ailerons, and rudder) with their respective trim tabs and counterbalance weights, as well as the flaps, were accounted for during the investigation. Flight control continuity from the cockpit to the ailerons and elevator could not be confirmed due to impact-related damage; however, all observed push/pull control tube damage was consistent with impact-related overstress or was cut to facilitate wreckage recovery. The rudder cables were continuous from the rudder horn to the respective pedals in the cockpit. The flaps remained attached to their respective wings and appeared to be in the fully retracted position, with the flap actuator jackscrew extended 0.125 inch, consistent with the flaps fully retracted at impact. The engine and propeller exhibited damage consistent with engine operation at impact.