# NTSB DEN06LA061: Piper PA-25-235, N9886P, Smith Center, KS, April 12, 2006 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: April 12, 2006, 11:20 local (16:20 UTC) - Place: Smith Center, KS - Coordinates: 39.761112, -98.793609 - Nearby events: https://openairdocs.org/map.md?lat=39.7611&lon=-98.7936&mi=10 - Phase of flight: [Maneuvering](https://openairdocs.org/ntsb-phases/450) (OpenAirDocs' grouping) - Highest injury: No injuries - Injuries: 1 uninjured - Status: Completed, report August 29, 2006 - Report: Approved by Office Director - Parties: Federal Aviation Administration - NTSB case key (mKey): 63483 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=DEN06LA061 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/63483/pdf - Page: https://openairdocs.org/ntsb/DEN06LA061 ## Probable cause the pilot's failure to maintain adequate airspeed which resulted in an inadvertent stall/mush, and subsequent impact with the field and fence. A factor contributing to the accident was the pilot's inadequate flight planning and preparation. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Loss of control - in flight, maneuvering - aerial application - airspeed - not maintained, pilot in command (cause) - stall/mush - inadvertent, pilot in command - preflight planning/preparation - inadequate, pilot in command (contributing factor) - aircraft weight and balance - exceeded - In flight collision with terrain/water, descent - uncontrolled - terrain condition - crop - object - fence ## Analysis The pilot said, "Everything seemed okay and I took off on runway 35 from the Smith Center Municipal Airport ... As I turned and headed east, I took out the notch of flaps, and the tail of the plane sank. The plane was flying poorly and felt like it was on the edge of a stall. The throttle and mixture were full forward, and the tachometer was indicating 2,700 rpm." The pilot said that when he put the notch of flaps back in, the airplane seemed to perform better. The pilot said, "With almost a full load [of chemical], I did not want to land back at the airport, so I proceeded to the field thinking that once I had sprayed a few passes and relieved some of the weight, the airplane would start flying better." The pilot said that as he came to the pasture, he was only able to climb the airplane to approximately 300 feet above ground level (agl). He circled the field a couple of times looking for power lines, trees, anything that might hinder spraying operations. The pilot made his first pass about 20 feet above the ground. After the pass, he made a wide right turn. The airplane would not hold altitude in the turn. Attributing the poor performance to the airplane's weight, the pilot maneuvered to make the next pass over the middle of the field so that he could "dump some of the weight." He made a second pass over the field followed by a wide left turn toward the southwest and the airport. On completion of the turn, the pilot noted he had descended to approximately 40 feet agl. In front of him were power lines that he was now lower than and had to clear in order to return to the airport. The pilot said he started a climb about three-quarters of a mile from the power lines. The airplane was approximately 40 feet agl it "went into a stall." The pilot said he leveled the wings and prepared for the crash. The airplane hit the ground flat and slid approximately 100 feet before striking a pasture fence. An examination of the airplane revealed no anomalies. The density altitude at the time of the accident was 2,489 feet. The airplane's gross weight at the time of the accident was determined as approximately 2,993 pounds. Specifications for the PA-25-235 show an empty weight of 1,288 pounds and a maximum takeoff weight of 2,900 pounds. Civil Aeronautics Manual (CAM) 8, paragraph 8.10-4 (b) "Maximum Weight" states that establishing a maximum weight for an agricultural aircraft is not required. ## Factual narrative On April 12, 2006, about 1120 central daylight time, a Piper PA-25-235, N9886P, operated by a commercial pilot, sustained substantial damage when it impacted terrain 8 miles east of Smith Center, Kansas. Visual meteorological conditions prevailed at the time of the accident. The aerial application flight was operating under the provisions of Title 14 CFR Part 137. No flight plan was on file. The pilot reported no injuries. The local flight originated at Smith Center, approximately 1100. The pilot said, "Everything seemed okay and I took off on runway 35 from the Smith Center Municipal Airport ... As I turned and headed east, I took out the notch of flaps, and the tail of the plane sank. The plane was flying poorly and felt like it was on the edge of a stall. The throttle and mixture were full forward, and the tachometer was indicating 2,700 rpm." The pilot said that when he put the notch of flaps back in, the airplane seemed to perform better. The pilot said, "With almost a full load [of chemical], I did not want to land back at the airport, so I proceeded to the field thinking that once I had sprayed a few passes and relieved some of the weight, the airplane would start flying better." The pilot said that as he came to the pasture, he was only able to climb the airplane to approximately 300 feet above ground level (agl). He circled the field a couple of times looking for power lines, trees, anything that might hinder spraying operations. The pilot made his first pass about 20 feet above the ground. After the pass, he made a wide right turn. The airplane would not hold altitude in the turn. Attributing the poor performance to the airplane's weight, the pilot maneuvered to make the next pass over the middle of the field so that he could "dump some of the weight." He made a second pass over the field followed by a wide left turn toward the southwest and the airport. On completion of the turn, the pilot noted he had descended to approximately 40 feet agl. He said that in front of him were power lines that he was lower than and had to clear in order to return to the airport. The pilot said he started a climb about three-quarters of a mile from the power lines. The airplane was approximately 40 feet agl when it "went into a stall." The pilot said he leveled the wings and prepared for the crash. The airplane hit the ground flat and slid approximately 100 feet before striking a pasture fence. An examination of the airplane showed the left wing partially separated at the fuselage. The main landing gear were broken upward through the top wing skin. The fuselage was bent 45 degrees to the right at the cockpit. The propeller was bent aft and the blades showed torsional bending and chordwise scratches. Flight control continuity was confirmed. An examination of the engine and the airplane's remaining systems revealed no anomalies. The density altitude at the time of the accident was 2,489 feet. The airplane's gross weight at the time of the accident was determined as approximately 2,993 pounds. Specifications for the PA-25-235 show an empty weight of 1,288 pounds and a maximum takeoff weight of 2,900 pounds. Civil Aeronautics Manual (CAM) 8, applies to the PA-24-235. Paragraph 8.10-4 (b) "Maximum Weight" states that establishing a maximum weight for an agricultural aircraft is not required. "In lieu thereof, maximum weights for the special purpose loads (e.g. hopper or tank capacities) should be selected by the applicant and demonstrated in a flight check." ## Aircraft - Registration: [N9886P](https://openairdocs.org/deregistered/N9886P-2006-12-21), registration cancelled 2006-12-21, S/N 25-7556212, built 1975 (OpenAirDocs) - Reported make and model: Piper PA-25-235 - Registry model: [Piper PA-25-235](https://openairdocs.org/model/piper-pa-25-235) (registry code 7102504) (OpenAirDocs) - Registry engine: [Lycoming 0-540 series](https://openairdocs.org/engine/lycoming-0-540-series) (registry code 41532, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 25-7556212 - Airframe hours: 10001 - Engines: Lycoming O-540-G185 260 horsepower reciprocating - Damage: Substantial damage - Flight: Aerial application, Part 137 - Registered owner: Abbotts Ag Force, Inc. - Airworthiness certificate: Special, Restricted (Special) - Last inspection: Annual, April 1, 2006 - Departed: K82, Smith Center, KS ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 28; injuries: none; commercial; airplane ratings: single-engine land; instrument ratings: airplane; medical: class 2, without waivers/limitations; last flight review March 1, 2006; seat: single; flight hours: 527 total, 2 in this make and model, 405 as pilot in command, 31 in the last 90 days, 4 in the last 30 days ## Weather - Conditions: Visual (VMC), Day - Wind: 160° at 4 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 66 °F, dew point 39 °F - Altimeter: 30.21 inHg - Observed at: KHYS, 67 nm away ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 20060412007219A](https://openairdocs.org/incident/20060412007219A), Apr 12, 2006: Piper PA25235, Smith Center, KS, Substantial damage. (-23) The aircraft departed Smith Center, KS (K82), and began conducting aerial application operations 9 miles east of the airport. After making two spraying… ## Other investigations on N9886P (1) From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. - [NTSB CHI05LA128](https://openairdocs.org/ntsb/CHI05LA128), May 28, 2005: Piper PA-25-235 (N9886P), Smith Center, KS, no damage. Probable cause: Failure of the Piper airplane pilot to obtain visual separation from the Cessna airplane rolling out after landing on the intersecting runway resulting in a collision between the two aircraft. A… From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.