Midair collision: Air Tractor AT-802, N802TP, and Air Tractor AT-502B, N581TW, fatal accident occurred on June 20, 2024, near City of Arco/Butte County Airport (AOC/KAOC), Acro, Idaho

• Location: Arco, Idaho 
• Accident Number: WPR24FA201
• Date & Time: June 20, 2024, 12:55 Local 
• Registration: N802TP (A1); N581TW (A2) 
• Aircraft: AIR TRACTOR INC AT-802 (A1); AIR TRACTOR INC AT-502B (A2) 
• Aircraft Damage: Destroyed (A1); Destroyed (A2) 
• Defining Event: Midair collision
• Injuries: 1 Serious (A1); 1 Fatal (A2) 
• Flight Conducted Under: Part 137: Agricultural (A1); Part 137: Agricultural (A2)

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/194510/pdf

https://data.ntsb.gov/Docket?ProjectID=194510

On June 20, 2024, at 1255 mountain daylight time, an Air Tractor AT-802 airplane, N802TP, and an Air Tractor AT-502B airplane, N581TW, were both destroyed when they were involved in a midair collision near Arco, Idaho. The pilot of the AT-802 was seriously injured and the pilot of the AT-502B was fatally injured. Both airplanes were operated as Title 14 Code of Federal Regulations Part 137 aerial application flights.

Two airplanes, an Air Tractor AT-502B and an Air Tractor AT-802, owned and dispatched by the same operator, were conducting aerial application operations from the same airport and in the same geographic area when they collided in flight during day visual meteorological conditions. Both airplanes had been dispatched from their base of operations to an airport near the operating area the morning of the accident, and each pilot was tasked to apply products to different agricultural fields.

After leaving the fields northwest of the airport, the AT-502B maneuvered south toward fields assigned to the AT-802. These fields were west of both the airport and the other fields assigned to the AT-502B. The AT-502B maneuvered to the south about the same time that the AT-802 departed the airport and flew west back toward its assigned fields. Both airplanes were flying at similar low altitudes above ground level.

Two witnesses traveling westbound on a highway observed one airplane, likely the AT-502B, traveling from north to south over the highway at low altitude. They also observed a second airplane, likely the AT-802, traveling toward the first on a northerly heading. They said the southbound airplane appeared to make a left turn in front of the northbound airplane. The northbound airplane then appeared to make a hard right turn before they collided. Impact damage and debris field findings were consistent with each airplane impacting the other’s right side.

According to operator personnel, the pilots discussed which fields each pilot would be responsible for, and they were aware of each other’s area of operations. Operator personnel also stated the company and pilots did not have formal deconfliction or communications plans, and that the pilots primarily used cell phone voice and text to communicate with each other and the ground crews. The last documented communication between the pilots occurred three hours before the accident. 

The AT-802 pilot’s toxicological testing indicated that he had used or been administered ketamine, fentanyl, and ondansetron. These are common postaccident treatment medications, and there is a strong possibility that they were administered to the pilot after the accident. If so, the toxicology results would not constitute evidence of pre-crash ketamine, fentanyl, or ondansetron use. Other detected substances (dextromethorphan and naproxen) are not typically impairing with appropriate use. Whether they were used to treat active symptoms of minor acute illness could not be determined.

The AT-502B pilot had cardiovascular conditions, including coronary artery disease and diabetes, that were associated with increased risk of an impairing or incapacitating cardiovascular event, such as arrythmia, heart attack, or stroke. There is no autopsy evidence that such an event occurred, although such an event does not leave reliable autopsy evidence if it occurs just before death.

Based on HbA1c values, the AT-502B pilot’s diabetes was incompletely controlled at the time of his last FAA medical examination and remained incompletely controlled in the months before the accident. The fact that his medication-treated diabetes had been waived by the FAA indicates it is unlikely that significant medication side effects or long-term ocular or neurological complications of the disease had been identified as of that time. Symptoms such as fatigue or blurry vision may occur in incompletely controlled diabetes. Overall, the investigation could not determine whether the AT-502B pilot was experiencing impairing effects of his incompletely controlled diabetes, such as fatigue or blurry vision, at the time of the accident.

Both pilots were required to use corrective lenses to meet vision standards at all required distances. The AT-802 pilot was likely wearing corrective lenses at the time of the accident. Investigators could not determine if the AT502B pilot was wearing corrective lenses at the time of the accident.

The accident is consistent with both pilots failing to see and avoid each other in sufficient time to avoid a collision. However, the operation of both airplanes in the same geographic area increased the likelihood of a conflict between the two airplanes, the risks of which could have been reduced if the operator and pilots had developed and followed a formal deconfliction plan and the pilots had communicated their locations and intentions regularly during the flights. Both pilots likely had little or no situational awareness as to their proximity to the other airplane until immediately before impact.

- Probable Cause: A midair collision between two airplanes during aerial application operations due to both pilots’ insufficient awareness of their proximity to each other and their failure to see and avoid each other. Contributing to the accident was the operator and both pilots’ failure to develop and follow a deconfliction and communications plan.

Low altitude operation/event: Air Tractor AT-802A, N805DG, fatal accident occurred on July 25, 2024, near Izee, Oregon

• Location: Izee, Oregon 
• Accident Number: WPR24FA255 
• Date & Time: July 25, 2024, 18:30 Local 
• Registration: N805DG 
• Aircraft: AIR TRACTOR INC AT-802A 
• Aircraft Damage: Substantial 
• Defining Event: Low altitude operation/event 
• Injuries: 1 Fatal 
• Flight Conducted Under: Public aircraft 

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/194774/pdf

https://data.ntsb.gov/Docket?ProjectID=194774

On July 25, 2024, about 1830 Pacific daylight time, an Air Tractor AT-802A airplane, N805DG, was destroyed when it was involved in an accident near Izee, Oregon. The pilot was fatally injured. The airplane was operated as a public aircraft for the purpose of firefighting.

The accident pilot was acting as the lead in a flight of two single-engine air tankers (SEATs) supporting fire suppression operations. The pilots conducted two successful retardant drops on their fire suppression area. At the conclusion of the second drop, the airplanes returned to the airport to reload with retardant; however, the trail airplane landed 12 minutes after the accident airplane. The trailing pilot indicated to the base manager that he had flown a different route back to base, as he was not comfortable with the visibility along the easterly route the lead pilot had chosen. The trailing pilot advised the lead pilot that the route west of the fire perimeter had better visibility.

The pilots subsequently departed to conduct the third drop and maneuvered to the west of the fire perimeter before turning northeast toward the drop site. About 20 nautical miles (nm) west of the site, the pilot in the trailing airplane reported seeing the accident airplane maneuver away from a column of smoke, and told the accident pilot that he did not want to maintain their current flight path due to visibility concerns. 

The accident pilot then directed the trailing pilot to take over the lead position. The trailing pilot saw the accident pilot maneuver into position behind him, but shortly thereafter lost sight of the accident airplane. The trailing pilot stated that he did not receive any radio broadcasts from the accident pilot after he lost sight of the airplane. 

ADS-B flight track data showed that the accident airplane made an S-turn to the north at an altitude around 6,700 ft mean sea level (msl), then began to descend, with a corresponding increase in ground speed. The descent continued to the end of the recorded data, with the last target depicting the accident airplane about 5,330 ft south of the accident site at an altitude about 500 ft above the elevation of the accident site. 

The airplane impacted terrain at an elevation about 5,700 ft msl, and the wreckage path was about 1,000 ft long. The impact signatures were more consistent with a controlled flight into trees and terrain than a loss of control and steep descent before impact. The propeller blades and engine exhibited signatures consistent with operation at the time of impact. Postaccident examination of the airframe and engine showed no preimpact anomalies that would have prevented normal operation. 

Based on the available information, the pilot likely encountered low visibility conditions in smoke and haze just before the accident occurred. Although the investigation was unable to determine if the reason for the airplane’s descent was that the pilot was maneuvering to find a clearing through the smoke and haze, these conditions likely contributed to the pilot’s loss of situation awareness of the airplane’s altitude relative to the terrain. 

- Probable Cause: The pilot’s controlled flight into terrain while maneuvering through an area of low visibility due to wildfire smoke and haze.

VFR encounter with IMC: Piper PA-28-140 Cherokee Cruiser, N9626K, fatal accident occurred on August 26, 2024, near Wayne, Nebraska

• Location: Wayne, Nebraska
• Accident Number: CEN24FA327
• Date & Time: August 26, 2024, 09:31 Local
• Registration: N9626K
• Aircraft: Piper PA-28-140
• Aircraft Damage: Destroyed
• Defining Event: VFR encounter with IMC
• Injuries: 1 Fatal
• Flight Conducted Under: Part 91: General aviation - Personal

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/195002/pdf

https://data.ntsb.gov/Docket?ProjectID=195002

On August 26, 2024, about 0931 central daylight time, a Piper PA-28-140 airplane, N9626K, was destroyed when it was involved in an accident near Wayne, Nebraska. The pilot was fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

The non-instrument-rated pilot departed on a visual flight rules (VFR) cross-country flight in visual meteorological conditions. Flight track data indicated that the airplane departed and flew northeast for about 15 minutes at altitudes less than 1,000 ft above ground level (agl) before entering a right turn with varying altitude, heading, and ground speed changes. A witness near the accident site stated that the clouds were about 100 ft agl when he heard the airplane fly over his house. Shortly thereafter, he heard the engine sound increase; the airplane impacted the ground and a postimpact fire ensued. The last flight track data point indicated the airplane was 1,030 ft agl, heading north at a ground speed of 51 knots. The accident site was located about 1,000 ft north-northwest of the last data point, about 27 nautical miles from the departure airport. 

The airplane impacted the ground in a steep descent and came to rest inverted. Postaccident examination of the airplane revealed no evidence of preimpact mechanical malfunctions or failures that would have precluded normal operation. The wreckage debris path and propeller damage signatures, in addition to the witness statement, were consistent with the engine producing power at the time of impact. 

Review of weather information revealed conditions favorable for sustained, low-level cloud cover, but there were no AIRMETs in effect for instrument flight rules conditions. Although forecasts indicated few to scattered clouds around 600 ft agl, recorded weather conditions from the airport closest to the accident site indicated an overcast ceiling at 600 ft agl. Based on available weather information, it is likely that the accident pilot encountered instrument meteorological conditions shortly after takeoff. The pilot’s friend stated that the pilot checked the weather on his tablet on the morning of the accident; however, there was no record of the pilot obtaining weather information from an access-controlled source such as Leidos Flight Service or ForeFlight. Therefore, the extent of the pilot’s preflight weather planning could not be determined. 

The circumstances of the accident are consistent with the non-instrument-rated pilot’s encounter with instrument meteorological conditions, which resulted in the loss of visual references, spatial disorientation, and loss of airplane control. 

The pilot’s postmortem toxicology results indicated he had used the sedating antihistamine medication diphenhydramine and may have been experiencing associated impairing effects at the time of the accident. It is possible that his diphenhydramine use might have increased his susceptibility to spatial disorientation. No blood was available for testing, and more specific conclusions about diphenhydramine effects could not be drawn from the toxicology results in tissue. Visual flight into instrument meteorological conditions by a non-instrument-rated pilot carries a high risk of spatial disorientation even in the absence of impairment. Overall, whether the pilot’s use of diphenhydramine contributed to the accident could not be determined.

One laboratory detected ethanol at a high level in a brain tissue specimen, while another laboratory did not detect ethanol in brain or muscle tissue specimens. In the setting of extensive injuries, the detected ethanol likely was from postmortem sources, rather than alcohol consumption. It is unlikely that ethanol effects contributed to the accident.

- Probable Cause: The non-instrument-rated pilot’s encounter with instrument meteorological conditions, which resulted in spatial disorientation and a loss of control.