Accident occurred Sunday, May 19, 2002 at SWANTON, MD
Aircraft:Ayres S-2R, registration: N88MQ
Injuries: 1 Fatal.
This is preliminary information, subject to change, and may contain
errors. Any errors in this report will be corrected when the final report has
been completed.
On May 19, 2002, at 1235 eastern daylight time, an Ayres Corporation S-2R,
N88MQ, was destroyed after it collided with wires while maneuvering near
Swanton, Maryland. The certificated commercial pilot was fatally injured. Visual
meteorological conditions prevailed and no flight plan was filed for the aerial
application flight conducted under 14 CFR Part 137.
A park ranger observed the airplane flying low over the area. During a telephone
conversation, she said that a yellow colored airplane made several low passes
over the area. As the airplane flew along the tree line, it clipped the top of
the trees with the bottom of the airplane directly above where she was standing.
Several minutes later, she heard a "zing-type" noise, followed by the
sound of two impacts.
The head park ranger was in his office when a call was received regarding an
airplane flying "erratically" in the area. He and another ranger from
the office proceeded to the top of the Jennings Randolph Dam, where they
observed a yellow colored airplane doing an aerial application in the valley.
The head ranger said the airplane made two passes up one side of the river, then
down the other side of the river. As the airplane began it's third pass, he
commented to the other ranger that the airplane was too low, and that he would
not make it over the ridge line. He said the airplane was in a descent, the
wings were level, and he could see that the airplane was spraying. He also said
the engine sounded strong.
The head ranger said that he could not see the power lines from where he was
standing on the dam because the ridge line blocked his view. However, he said
from the point where he last saw the airplane, the power lines would have been
directly in front of the airplane as it headed toward the ridge line.
The ranger said the airplane disappeared from his view, and about 3-5 seconds
later he saw plumes of gray smoke. He also said that a large rectangular piece
of airplane debris was located in the river.
According to the operator, the airplane was spraying for gypsy moths. A chase
airplane flew above the airplane as it sprayed the designated areas.
In a written statement, the chase airplane pilot said that he was circling at
approximately 4,000 feet msl while the block was being treated. He had noticed
power lines running along the south side of the block, and reported the power
lines and elevation changes before N88MQ reached the block. The pilot of N88MQ
had finished his first load of chemical and returned to Cumberland Airport,
Maryland, to reload. On returning, the pilot of N88MQ radioed that he had
finished the main area and was going to work the fingers of the block.
The chase pilot further stated:
"Did not see the impact, we saw smoke and flames. Must have just missed the
impact because smoke was low to the ground. Seemed as if 88MQ was traveling
(south) upstream towards Jennings Randolph Dam. Impact occurred south of the
power line."
In a conversation, the chase plane pilot said that the pilot did not report any
mechanical problems with the airplane.
In a written statement, the observer who sat in the right seat of the chase
airplane said:
"I observed N88MQ while spraying Mineral County Block 29. We advised
[pilot] of power lines at the southwest side of the block. [Pilot] had finished
load in the block. He applied the major runs on his second load and was doing
some runs on the fingers on block. While [pilot] was spraying the south western
tip of the block he was heading south while we were heading north doing circles
around the area [pilot] was treating. When we traveled across the northern area
where [pilot] was treating, I could not locate him. [The chase airplane pilot]
tried to reach [the agricultural pilot] on the radio. I told the [chase airplane
pilot] to head south because I was seeing smoke. We were uncertain if it was
N88MQ till we proceeded cross to the crash site. The plane was engulfed in
flames and we could only see yellow at the wing tips and yellow just before the
(north) of the main site...We also observed what appeared to be a part of the
plane (square shaped) north of the power line in the river."
After the accident, several local people began to do a ground search along the
river and power lines. The group of people located yellow colored pieces of the
airplane, which they said they had found at the base of the river under the
power lines. These pieces of airplane were later identified as part of the left
aileron.
An on scene examination of the airplane was conducted on May 20, 2002. All major
components of the airframe were accounted for at the scene, except for the
outboard section of the left wing. The airplane came to rest inverted on a steep
slope comprised of large boulders with the nose of the airplane pointed down
toward the base of the slope. There was a post-impact fire.
The main wreckage was located approximately 100 yards southwest of the Potomac
River, which flowed north and south, and a set of unmarked power lines which
were oriented east and west. The power lines consisted of two rows of wires. The
top two static wires were about 200 feet above the ground, and the lower set of
wires were about 150 feet above the ground.
On May 20, 2002, a representative of Allegheny Power performed an aerial
examination of the static wires. According to the representative, both static
wires exhibited contact marks at the point where the wires crossed over the
river. He said the marks were in a direct line to where the main wreckage was
located. The wires were not frayed.
A 3 foot section of the left wing was found in the river downstream of the power
lines. Examination of the wing section revealed spiraled striations at the
leading edge of the wing.
Located along the wreckage path were the left aileron balance weight and a spray
nozzle. Also along the wreckage path were approximately 25 foot high trees. At
the base of one of these trees were broken tree limbs.
Ground impact scars began about 100 feet from where the main wreckage came to
rest. Embedded in these ground scars were chips of yellow paint. Brush and tall
grass were located along this path. Located near the brush were several vortex
generators that were installed on the top of each wing. The grass was flattened,
with the blades pointed toward the main wreckage.
The engine, a TPE 331 turbine, was separated from the airframe.
The 4-bladed propeller assembly had separated from the engine. One blade had
separated from the hub, and exhibited aft bending and chordwise scratching. The
other three blades fit tight in the hub and exhibited aft bending, chordwise
scratching, and leading edge nicks. Examination of the end of the propeller
shaft exhibited rotational scoring.
The fuselage, cockpit, and hopper were consumed by fire.
Control cable continuity was established for all flight control surfaces.
Both wings remained attached to their respective carry thru spars and exhibited
extensive fire and impact damage. The horizontal stabilizer, elevator, and both
elevator trim control surfaces remained attached to the airframe, but exhibited
extensive fire and impact damage.
The vertical stabilizer had separated from its attachment mount, and was located
with the main wreckage. The rudder remained partially attached to the airframe,
and exhibited extensive fire and impact damage.
The left aileron was located with the main wreckage. Examination of the aileron
revealed that it also exhibited spiral striations along the leading edge.
The pilot held a commercial pilot certificate for airplane single engine land
and sea, multi-engine land, rotorcraft, glider, and instrument airplane. He was
also an airframe and power plant mechanic. His most recent Federal Aviation
Administration (FAA) second class medical was issued on October 31, 2001.
Examination of pilot records submitted by the operator revealed that as of March
8, 2002, the pilot had a total of 12,400 hours, of which 3,400 were in make and
model. Additionally, he had a total of 1,600 hours of aerial application in
"terrain typical of contract." He completed a biannual flight review
on September 15, 2001, in a Cessna 182S airplane.