WPR24FA150

The pilot of the tandem seat, non-registered airplane and a passenger were conducting a predator control flight that targeted coyotes on private land. A wildlife control officer on the ground near the designated hunting area was communicating with the pilot via through cell phone and could hear gunfire when the call ended. The control officer attempted to call the pilot back after he expected the flight to have ended but did not determine a need to search for the airplane. A ranch hand located the wreckage later in the day. GPS data recovered from a handheld device found in the airplane wreckage showed that most of the flight was conducted at low altitudes. While engaging wildlife targets, the pilot slowed the airplane to as low as 36 kts groundspeed and performed multiple turns. During the last period of circling maneuvers the airplane slowed to about 25 kts groundspeed while about 113 ft above ground level (agl). The manufacturer’s Pilot’s Operating Handbook for a similar model of airplane indicated that the stall airspeed was 43 mph (37 kts). Examination of the wreckage revealed the airplane impacted terrain in a nearly vertical, nose-down attitude while rotating clockwise. The wreckage signatures and very small debris area were consistent with an aerodynamic stall/spin. While maneuvering at low altitudes and low airspeed, the pilot likely exceeded the airplane’s critical angle of attack, which resulted in an aerodynamic stall/spin at an altitude too low for recovery. The pilot’s use of his cell phone, even with the aid of a hands-free device, likely distracted him from piloting duties. The pilot’s toxicological testing revealed medications that had the potential to cause performance impairment and other medications that were commonly used to treat cold and allergy symptoms; however, toxicological testing did not establish that the pilot was impaired by the medication, nor that he was experiencing cold or allergy symptoms at the time of the accident.

The FAA Airplane Flying Handbook (FAA-H-8083-3C) stated, in part, “A spin is an aggravated stall condition that may result after a stall occurs. Mishandling of yaw control during a stall increases the likelihood of a spin entry. A spin results in the airplane following a downward corkscrew path” (see figure 4). Figure 4. Illustration from the Airplane Flying Handbook depicting an airplane in a spin. A review of records revealed that the airplane’s registration expired on January 31, 2022. Review of maintenance logbooks revealed the last annual inspection of the airplane occurred on February 4, 2012, at a total time of 1,102.7 hours. According to the Pilot’s Operating Handbook (POH) for a similar airplane, the stall airspeed was 43 mph with flaps extended. here to enter text. On May 14, 2024, about 0720 mountain daylight time, an unregistered Piper PA-18-150 airplane was substantially damaged when it was involved in an accident near Thurlow, Montana. The pilot and passenger were fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 other work use flight. According to the wildlife control officer, and text messages found on the pilot’s cell phone, the pilot and a passenger were conducting aerial management of coyotes on a private ranch. The control officer was positioned on the ground near the hunting area and communicated with the pilot using their cell phones. According to the control officer, the pilot used a hands-free cell phone device connected to the his headset. The control officer also reported that the pilot mentioned that the airplane would be light on fuel. According to the control officer’s account, the pilot checked in with him about 0700 and asked where he needed to go. The control officer gave him guidance and watched the airplane as it flew over those areas. The control officer remained in the area for about 20 minutes then left. Phone records show that about 0718 the control officer talked to the pilot. The control officer’s account of what happened next varied but, according to his statement to the sheriff, the control officer was talking on his cell phone to the pilot, who reported that they had killed two coyotes and had seen a third. The control officer explained to the sheriff that he could hear gunshots through the cell phone and then the call dropped. When interviewed, the control officer stated that he heard a shot about 2 minutes after the accident pilot had called him. When asked if the call was dropped or the pilot said goodbye, the control officer stated that the pilot stated, “I’ll call you back.” About 1003, the control officer sent a text message to the pilot, “Hope all is well lost contact with you.” No witnesses to the accident came forward and no video of the accident was recovered. According to an employee of the private ranch, he was returning from an appointment when he saw the airplane on the ground. He drove to the site, discovered the two occupants, and called thesheriff’s department. The Rosebud County Command Log noted that the call came in at 16:28:22. Figure 1 is a photograph of the airplane at the accident site. Figure 1. The accident airplane at the accident site. A hand-held GPS device was recovered from the wreckage and the data was downloaded. This data included the entire accident flight track, including altitude and ground speed. GPS data showed the airplane departed a private residence about 15 miles east of the accident site. For most of the flight the pilot remained at low altitudes and maintained about 60 to 70 kts ground speed while maneuvering across an area of about 3.5 miles by 3.0 miles. On three occasions the airplane made circling maneuvers (see figure 2). During each of the three circling maneuvers, the ground speed occasionally decreased to about 36 kts. Figure 2. Google Earth image with GPS overlay showing the predator search pattern and the three areas of multiple circling turns. The blue arrow points in the direction of flight. During the last period of circling maneuvers, the second-to-last GPS point recorded the airplane in a turn at about 36 kts and about 150 ft agl. The last GPS point recorded the airplane at about 25 kts and about 113 ft agl, about 60 ft from the accident site (see figure 3). Figure 3. Google Earth image with GPS overlay showing the third series of circling turns made by the pilot, accompanied by the airplane’s ground speed. The blue arrow points in the direction of the flight. An autopsy of the pilot was performed by the Department of Justice, Forensic Science Division, Billings, Montana. The cause of death was determined to be blunt impact injuries of head, neck, torso, and extremities. Toxicological testing revealed pheniramine, dextromethorphan, dextrorphan, and famotidine in blood and liver. Pheniramine is a sedating antihistamine medication that is available over the counter in oral products for cold and allergy symptom relief, as well as in eye drops for allergy-related eye redness and itching. Oral pheniramine products typically carry a warning that users should use caution when driving a motor vehicle or operating machinery. The FAA states that, after a pilot uses any drug with that warning (including any sedating antihistamine), the pilot should observe a waiting period for the drug to be cleared from circulation before flying. Dextromethorphan is a cough suppressant medication that is available over the counter in a variety of cold and allergy products. Dextrorphan is an active metabolite of dextromethorphan. Dextromethorphan is not typically impairing at levels associated with medicinal use. The FAA states that pilots who use dextromethorphan should observe a waiting period for the drug to be cleared from circulation before flying. Famotidine is a stomach acid suppression medication that is available without a prescription and is not generally considered impairing. The pilot owned the airplane and occasionally hunted coyotes in support of theRosebud County Predator Control Office. According to a fellow aerial predator control pilot, who knew the accident pilot well and had aerial hunted with him for over 20 years, the accident pilot was a very competent coyote hunter. The GPS-recorded altitudes, speeds, and turns to the right were consistent with the accident pilot’s aerial hunting techniques. The accident pilot was known to carry two different hunting weapons in the airplane: a semi-automatic shotgun for the passenger in the back to use and a single-shot shotgun for the pilot to use. The passenger was a certificated pilot. According to his previous employer, the passenger ended his employment at the Frank Wiley Field Airport (MLS), Miles City, Montana, about a month prior to the accident and may have started working for the accident pilot. The prior employer had dinner with the accident pilot and passenger the night before the accident. He recalled that the passenger had gone aerial hunting with the accident pilot before but he did not know the number of times he may have went. The airplane came to rest nose down on a hillside at an elevation of about 2,620 ft mean sea level. Fragments of the red and green navigation lights were embedded in the terrain and aided in determining the rotation of the airplane. Impact signatures were consistent with an impact heading of about 310° magnetic, and of the airplane rotating an additional 90° clockwise after the initial impact. All major components remained attached to the fuselage except for the main landing gear wheel assemblies, which were located near the fuselage. Flight control continuity was confirmed from the flight controls to the respective control surfaces. The rear seat was equipped with rudder pedals, and the control stick had been removed. Postaccident examination of the airframe and engine revealed no mechanical malfunctions or failures that would have precluded normal operation.