VFR into IMC fatal for ag pilot

On May 11, 2019, about 0810 central daylight time, an Air Tractor AT-502A hit a grass field while maneuvering about six miles southwest of Eagle Lake, Texas. The commercial pilot was killed in the crash, which destroyed the airplane.

According to the pilot’s father, the pilot was tasked with spraying herbicide on several rice fields about 10 miles south of Garwood. He told investigators the pilot used Aeroweather on his cell phone for preflight weather planning.

Shortly after departure, the pilot contacted his father using his cell phone and a Bluetooth adapter (which was connected to the pilot’s flight helmet and interfaced with the cockpit intercom system) and reported that he observed fog “rolling in.” The pilot also reported that he was flying above the fog layer. The pilot indicated his intention to divert to Eagle Lake Airport (KELA), instead of the family’s private airstrip, and terminate the flight. The father received no further communication from the pilot.

The airplane was equipped with a Garmin Aera 560 GPS unit. Data from the last several minutes of the flight showed that the airplane entered a spiraling turn with altitudes decreasing from 1,595 to 980 feet. The turn initiated to the west, and the airplane continued to turn to the west before the data ended. The airplane’s airspeed during the last several minutes of the flight ranged from 86 to 127 knots.

The airplane was equipped with a SATLOC M3 unit. Data from the last several minutes of the flight showed that the airplane entered a spiraling turn that initiated to the west and that the airplane then entered a spiraling turn with altitudes decreasing from 1,774 to 172 feet. The airplane was traveling east and just north of the accident site before the data ended. The airplane’s airspeed during the last several minutes of the flight ranged from 80 to 200 knots.

After no updates from the pilot and several communication attempts, the father contacted first responders, who initiated a search of the area in which the pilot was operating. The airplane wreckage was discovered about 10:30.

Two witnesses who were located about ½ mile south of the accident site reported that they heard an airplane operating about the time of the accident, but not did see the airplane. The witnesses reported they initially heard no sounds, indicating that the airplane was having problems. Shortly afterward, one witness heard a “big thump” sound, and the other witness heard a “boom” sound.

Both witnesses reported “lots of fog” in the area at the time. One witness estimated that the fog was about 20 feet above ground level (agl), and the other witness estimated that the fog as about 65 feet agl.

An automated weather observing system (AWOS) at KELA, which was about 7.5 miles northeast of the accident site, reported wind from 330° at 8 knots gusting to 14 knots, visibility 4 miles, mist, ceiling overcast at 200 feet agl, temperature 18°C, dew point 17°C, and an altimeter setting of 29.90 inches of mercury.

At 0613, the National Weather Service (NWS) Aviation Weather Center issued an AIRMET for instrument flight rules (IFR) conditions that was active for the accident site. The AIRMET stated that ceilings were below 1,000 feet and visibility was below 3 miles with precipitation and mist.

An area forecast discussion (AFD) was issued at 0623 by the NWS Weather Forecast Office in Houston, Texas. The AFD discussed low ceilings, patchy fog, IFR conditions, and marginal VFR conditions across southeast Texas during the two hours after the AFD’s issuance. Two center weather advisories for low IFR conditions were issued at 0736 and 0739 by the center weather service unit at the Houston Air Route Traffic Control Center. The CWAs were active for the area near the accident site and were valid until 0930.

It could not be determined if the pilot accessed weather information before departure and, if so, what data was retrieved. According to the father, the airplane had no onboard weather capability.

According to Leidos, neither it nor any third-party vendors using Leidos flight planning services had any contact with the pilot on the day of the accident or the day before the accident. However, it is possible that the pilot obtained weather information from a commercial service that did not track the activity to a particular pilot or aircraft.

The pilot did not have an instrument rating.

Probable Cause: The non-instrument-rated pilot’s decision to fly into instrument meteorological conditions, which resulted in spatial disorientation, a loss of control, and a subsequent impact with terrain.

NTSB Identification: 99410

It would seem that there was a clear awareness of the incoming fog (threat identified). This should have led to a successful landing elsewhere if this pilot had not “headed for home?” VFR into IMC never ends well for untrained pilots. Fly clear of the localized hazard and land.

This May 2019 accident report is provided by the National Transportation Safety Board. Published as an educational tool, it is intended to help pilots learn from the misfortunes of others.