ERA20LA220

The pilot was applying insecticide to a farm field and the accident flight was the first time the pilot had sprayed the field. Once he arrived at the site, 3 hours late, the pilot conducted two circular passes to survey the field, then landed, and the ground crew loaded the insecticide into the hopper. The pilot was not briefed of any hazards to operations prior to the flight by the ground crew or farmer. After takeoff, the pilot started applying the chemicals. The helicopter was performing the spraying operation and was flying on a northerly heading when it impacted a non-energized wire. The wire was mounted about 30 feet up a 40 ft pole that also contained a hunting stand and stretched about 250 ft across the field from west to east where it connected to a tree bordering the field. The wire had been installed at least 20 years earlier and was installed high enough that a tractor or combine had clearance to move beneath it during harvest. Clear daylight conditions existed at the time of the accident. The sun was at 39.85° above the horizon at an azimuth of 272.39° and was very close to being directly in line with the wire. It is possible that the sun’s position relative to the wire would have made the 5/16-inch wire more difficult to see as the shadow of the wire and pole would have been nearly directly under the wire rather than offset. The pilot, unfamiliar with the field, running late, and without the benefit of a detailed discussion with the landowner, relied solely on his brief visual surveillance of the field while operating the helicopter. Although the pilot likely observed the pole and hunting stand during his surveillance, it is likely that he did not see the wire due to its small diameter. Therefore, shortly after initiating the application of the insecticide, the pilot’s failure to see and avoid the wire resulted in the helicopter impacting the wire and the pilot’s subsequent loss of control and impact with terrain.

On June 18, 2020, at 1700 eastern daylight time, a Robinson R66 helicopter, N4QW, was substantially damaged when it was involved in an accident near Pikeville, North Carolina. The pilot was fatally injured. The helicopter was being operated as a Title 14 Code of Federal Regulations Part 137 aerial application flight. According to company personnel familiar with the operation, this was the first time the pilot had sprayed the farm field, and the pilot had not received any information about hazards in the area to be sprayed. The pilot arrived at the field about 3 hours later than planned. Prior to the application of the insecticide, the pilot performed two circular passes over the field to look for any hazards or obstructions; he then landed, and the ground crew loaded the insecticide into the hopper. Shortly after takeoff, the pilot began spraying operations. The helicopter was flying over the field during the spraying operation when an eyewitness heard a "popping" sound and saw the helicopter’s sudden descent and impact with the terrain. The helicopter impacted a non-energized wire, also known as a "dove wire" that was used for hunting. The wire was mounted about 30 feet up a 40 ft pole that also contained a hunting stand and was stretched across the width of the corn field (250 ft) from west to east (See figure 1). The wire was connected to a tree on the east side of field, perpendicular to the helicopter’s flightpath. The wire had no markings and was 5/16 inch thick. According to the farmer, the wire was installed at least 20 years earlier and was installed high enough for a tractor or combine to get underneath it during harvest. Figure 1 - Accident site overview of pole, wire, and wreckage location. The wreckage path was oriented on a heading of about 030° magnetic, and the distance from the wire impact to the final wreckage location was about 275 ft. The tail rotor empennage separated about 2 ft aft of the rotating beacon light and was found in a nearby irrigation ditch. The tail rotor assembly and blades separated from the empennage. All major components of the helicopter were accounted for at the accident site. Both main rotor blades remained attached to the hub. About 20 ft of 5/16 inch diameter braided steel wire was wrapped around the blade pitch change horns, swashplate, pitch links, rotor hub, and both rotor blades. In addition, there were tears and scuff mark damage to the blades that was consistent with contact with the wire. Cyclic and collective control continuity was confirmed. Tail rotor control continuity could not be confirmed due to impact damage. Examination of the wreckage revealed no mechanical discrepancies or anomalies that would have precluded normal operation. According to the autopsy performed by the North Carolina Department of Health and Human Services, Office of the Chief Medical Examiner, the cause of death was multiple blunt force injuries, and the manner of death was accident. Toxicology testing performed by theFAA’s Forensic Sciences Laboratory identified trimethoprim (a prescription antibiotic) and tamsulosin (a prescription medication used to treat symptoms of an enlarged prostate) in the pilot’s blood and urine. Neither of these are considered impairing. According to the US Naval Observatory Astronomical Applications department, bright daylight conditions existed at the time of the accident. The sun was at 39.85° above the horizon (altitude) at an azimuth of 272.39°.