Friday, July 18, 2025

Air Tractor AT-502, N9185F, fatal accident occurred on June 6, 2025, near Grady, Arkansas

  • Location: Grady, AR 
  • Accident Number: CEN25FA197 
  • Date & Time: June 6, 2025, 18:30 Local
  • Registration: N9185F 
  • Aircraft: AIR TRACTOR INC AT-502 
  • Injuries: 1 Fatal 
  • Flight Conducted Under: Part 137: Agricultural
https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/200279/pdf

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?NNumberTxt=N9185F

On June 6, 2025, about 1830 central daylight time, an Air Tractor AT-502 airplane, N9185F, was substantially damaged when it was involved in an accident near Grady, Arkansas. The pilot was fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 137 agricultural application flight.

The pilot was departing from a 2,300 ft long paved airstrip, oriented about 015°, at the time of the accident. A track in the grass off the right side of the runway began about 300 ft from the end of the pavement and appeared consistent with being made by the airplane tailwheel. The track was oriented about 025°.

After about 200 ft, the single track transitioned to three tracks consistent was all three landing gear wheels being on the ground. The tracks were about 200 ft long and ended about 100 ft beyond the end of the runway pavement. They continued along the approximate 025° heading into the adjacent soybean field. The center track was offset to the right relative to the outer two tracks consistent with the tail of the airplane being offset as it traveled through the bean field. An additional set of tracks began again about 50 ft from an irrigation ditch. The irrigation ditch was located about 450 ft from the end of the runway pavement.


The airplane came to rest inverted on the north side of an irrigation. The outboard left wing was fragmented, and the aft fuselage was partially separated. The engine mount was deformed; however, the engine remained securely attached and appeared undamaged. Engine control continuity was confirmed.

Aileron control continuity was confirmed from the cockpit control stick to the left-wing pushrod and to the right aileron. The left aileron was separated and fragmented consistent with the outboard wing damage. Elevator control continuity was confirmed from the cockpit control stick to the elevators. However, the aft elevator pushrod was bent consistent with the fuselage damage. The left rudder cable was separated immediately forward of the rudder control horn. The separation was frayed consistent with an overstress failure. The right rudder cable was continuous from the cockpit rudder pedal to the control horn at the aft fuselage.

Further examination of the engine and airframe fuel system are planned. In addition, a Satloc GPS position tracking unit was retained for examination and download.

Zenith CH601DS Zodiac, N314LB, fatal accident occurred on July 12, 2025, in the Pawnee National Grassland, Colorado

  • Location: Pawnee National Grassland, CO 
  • Accident Number: CEN25FA247 
  • Date & Time: July 12, 2025, 12:50 Local 
  • Registration: N314LB 
  • Aircraft: Zenith CH601 
  • Injuries: 1 Fatal 
  • Flight Conducted Under: Part 91: General aviation - Personal

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/200516/pdf

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N314LB

On July 12, 2025, about 1250 mountain daylight time, a Zenith CH601 HDS airplane, N314LB was destroyed when it was involved in an accident in the Pawnee National Grasslands, Colorado. The pilot was fatally injured. The airplane was operated under the provisions of Title 14 Code of Federal Regulations Part 91 as a personal flight.

According to the pilot’s son, the airplane departed Rexburg-Madison Airport, Rexburg, Idaho, early in the morning on July 12th. The airplane landed at Central Wyoming Regional Airport (RIW) Riverton, Wyoming, and the pilot refueled the airplane. The airplane departed RIW and was enroute to Goodland, Kansas, where the pilot planned to spend the night. 

According to ADS-B data, the airplane was primarily on a southeast heading when the airplane turned south and began a descent during the last 90 seconds of recorded data. A witness, located at the accident site, stated the airplane descended in a wings level and nose low attitude, and the engine was running at what sounded like a full throttle setting. The witness also stated that as the airplane got closer to the ground, the pitch attitude of the airplane did not change. The nose of the airplane remained in a nose low attitude pointed toward the ground. The witness said the airplane struck the ground, bounced twice, and came to rest upright.

The accident site was located on a sloping grassy prairie about 24 nm northeast of Greeley-Weld County Airport (GXY), Greeley, Colorado. The initial impact was on a magnetic heading of about 240°. The airplane traveled 293 ft from initial impact until the main wreckage came to rest on a magnetic heading of about 305°. The debris field was about 475 ft long and 125 ft wide. Preceding the main wreckage were pieces of wheel fairings, navigation lights, the right wing tip, top of the cowling, and a lower portion of the right wing. The landing gear and the engine were furthest away from the main wreckage. The nose landing gear was about 55 ft east of the main wreckage, the left main landing gear was about 85 ft southeast of the main wreckage, and the right main landing gear was about 75 ft southwest of the main wreckage. The engine was 175 ft southeast of the main wreckage. 

Control cable continuity was confirmed from the elevator to the control stick and full range of motion was achieved. Both the elevator control cable and the elevator balance cable remained intact and connected to the control stick. 

Full range of rudder motion was achieved by manipulating the left and right rudder control cables. The rudder control cables remained attached to the rudder fairleads, but the cables were impact separated from the rudder pedals. 

The wings remained attached to the fuselage; however, both wings were partially impact separated from the wing roots. The bottom portion of the right wing was separated and found in the debris field. Both wings were twisted and exhibited leading edge crush damage. The ailerons remained attached to the wings and full aileron travel was achieved by manipulating the aileron cables. The cables were traced back to the control stick.

The airplane had three fuel tanks: one tank in each wing and a center tank behind the instrument panel. Although fuel was present in each wing tank, both tanks were breeched, so an accurate fuel measurement at the time of the accident could not be determined. The center fuel tank contained an unmeasured amount of fuel. 

The airplane was retained for further examination.

Cirrus SR22 GTS, N312DA, accident occurred on June 12, 2025, near Hartsville, Tennessee

  • Location: Hartsville, TN 
  • Accident Number: ERA25LA227 
  • Date & Time: June 12, 2025, 17:50 Local 
  • Registration: N312DA 
  • Aircraft: CIRRUS DESIGN CORP SR22 
  • Injuries: 1 None 
  • Flight Conducted Under: Part 91: General aviation - Personal

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/200317/pdf

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N312DA

On June 12, 2025, about 1750 central daylight time, a Cirrus SR22, N312DA, was substantially damaged when it was involved in an accident near Hartsville, Tennessee. The private pilot was not injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

Before the flight, the pilot reported topping off the airplane with fuel and adding one quart of oil to the engine. The pilot performed an engine runup and stated that the runup was normal and that he noted no anomalies with the engine. The pilot subsequently departed from Lebanon Municipal Airport (M54), Lebanon, Tennessee, with a destination of the Blue Grass Airport (LEX), Lexington, Kentucky.

After departure from LEX, the pilot climbed the airplane to an altitude of 7,000 ft mean sea level (msl). Shortly after reaching 7,000 ft, the pilot reported that the oil pressure annunciator came on. The pilot then diverted toward the closest airport, which was approximately 8 miles away. Before arriving at the airport, the engine lost power completely. The pilot unsuccessfully attempted to restart the engine multiple times. After the airplane had descended to an altitude of 2,300 ft msl, the pilot deployed the airplane’s whole airframe parachute system. The system operated normally and during the descent, the airplane impacted trees, resulting in substantial damage to the airframe.

A Federal Aviation Administration inspector examined the airplane after the accident and observed a large hole in the engine’s left crankcase half and that the No. 2 connecting rod had separated from the crankshaft. The crankshaft journal displayed signs of lubrication distress.

The wreckage was retained for further examination.