ERA17FA279

According to the operator, the airplane was supposed to spray a cornfield located about 5 miles southeast of the airstrip. The operator added that the clouds were low at the time of departure but that the forward visibility was good. Review of data from a GPS recovered from the wreckage revealed that for the approximate 2-minute accident flight, the airplane flew southeast at GPS altitudes between 250 to 350 ft. The last recorded data point was just before a tree line, indicating a GPS altitude of 315 ft and a groundspeed of 123 knots. The airplane subsequently struck the trees and an approximate 50-foot debris path at a descending angle was oriented about a magnetic course of 130°. The recorded weather at an airport located about 18 miles southeast of the accident site, about 30 minutes after the accident, included an overcast ceiling at 400 ft. There was no record of the pilot receiving a weather briefing from flight service. Examination of the airframe and engine did not reveal any preimpact mechanical malfunctions. It is likely that the pilot attempted to maintain visual flight and stay below the clouds, which left him little room to maneuver and resulted in impact with trees and terrain. Review of medical information did not identify any significant medical conditions for the 28-year-old pilot. The toxicology identified that the pilot had used a sedating antihistamine, diphenhydramine, at some point before the accident but the blood level was too low to quantify; it is unlikely that effects from the pilot's use of this drug contributed to his decision to attempt flight in instrument conditions. While the autopsy report is unavailable, there is nothing to suggest it would identify further relevant conditions. Overall, the limited available medical evidence does not indicate a medical condition or use of medication contributed to this accident.

On August 16, 2017, at 0613 central daylight time, an Air Tractor AT-502B, N6082B, was substantially damaged when it was involved in an accident near Philipp, Mississippi. The pilot was fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 137 aerial application flight. A Hemisphere GPS MD M3 Bantam unit was recovered from the wreckage and data were successfully downloaded and plotted. Review of the data for the approximate 2-minute flight revealed that the airplane flew southeast at GPS altitudes between 250 to 350 ft. The last recorded data point was at 0613:10, indicating a GPS altitude of 315 ft and a groundspeed of 123 knots; the point was just before a tree line. According to the operator, the airplane was supposed to spray a cornfield located about 5 miles southeast of the airstrip. When the airplane did not return, a search was initiated, and the wreckage was located in wooded terrain about 3 miles southeast of the airstrip at 0930 (about 1/2 mile south of the last data point). The operator added that the clouds were low at the time of departure but that the forward visibility was good. An autopsy was performed by the Mississippi Crime Lab, Jackson, Mississippi. Multiple attempts were made to obtain the autopsy report. However, as of April 17, 2020, the autopsy report had not yet been issued. Toxicology testing performed by the FAA's Forensic Science Laboratory identified diphenhydramine in heart blood and liver in amounts too low to quantify. There was no record of the pilot receiving a weather briefing from flight service. The pilot's logbook was not recovered. An approximate 50-ft debris path was observed oriented about a magnetic course of 130°. The debris path began with freshly cut tree branches at a descending angle and ended with the main wreckage, which was also oriented about 130° magnetic. The main wreckage came to rest upright and a strong odor of fuel was present at the accident site. An impression of the left wing leading edge was observed in the ground near where the left wing came to rest, consistent with a nose-down vertical descent. Both wings were partially separated from the airframe. The flaps and ailerons remained attached to both wings, and both wings exhibited crushing damage to the leading edges. The vertical stabilizer and rudder remained attached, and the horizontal stabilizer and elevator were partially separated. Rudder control continuity was confirmed from the rudder through cables to the rudder pedals in the cockpit. Elevator control continuity was confirmed from the elevator through push-pull tubes to the cockpit area, where the push-pull tubes had separated consistent with impact. Aileron control continuity was confirmed from both ailerons to their respective wing root, where the push-pull tubes had separated consistent with impact. The elevator trim was connected by push-pull tubes to the cockpit area and found in the full nose-down position; however, the preimpactposition of the elevator trim could not be determined. The cockpit was partially crushed, and the four-point restraint system remained intact except the right shoulder harness, which separated consistent with overload. The power lever and propeller control were found in the full forward position and the fuel valve was in the on position. Measurement of the flap actuator corresponded to a flap-retracted position. The altimeter indicated a negative number and 30.00 was displayed in the Kollsman window. The propeller hub separated from the engine, but all three blades remained attached to the hub. One blade was bent aft with its tip separated and exhibited leading edge gouging and chordwise scratching. Another blade exhibited s-bending and the third blade was bent aft. The propeller shaft exhibited a torsional separation. Partial teardown and examination of the engine revealed that the power turbine and compressor turbine exhibited rotational scoring consistent with contact from the power turbine vane and baffle. The first stage compressor blades exhibited tip rollover and some of the blades were also bent opposite the direction of rotation. Fuel was recovered from the fuel filter and fuel line to the flow divider. The fuel was consistent in odor to Jet A and absent of visible contamination.