ASN Wikibase Occurrence # 133882
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Date: | Monday 1 July 1996 |
Time: | 12:05 |
Type: | Air Tractor AT-502 |
Owner/operator: | Hartley Flying Service Inc |
Registration: | N7314C |
MSN: | 501-0002 |
Year of manufacture: | 1987 |
Fatalities: | Fatalities: 0 / Occupants: 1 |
Aircraft damage: | Destroyed |
Category: | Accident |
Location: | Almyra, AR -
United States of America
|
Phase: | Unknown |
Nature: | Agricultural |
Departure airport: | |
Destination airport: | |
Investigating agency: | NTSB |
Confidence Rating: | Information is only available from news, social media or unofficial sources |
Narrative:On July 1, 1996, at 1205 central daylight time, an Air Tractor AT-502, N7314C, registered to and operated by Hartley Flying Services, Inc., was destroyed during impact with terrain/water following a loss of control while maneuvering near Almyra, Arkansas. The commercial pilot sustained serious injuries. Visual meteorological conditions prevailed for the Title 14 CFR Part 137 local aerial application flight. A flight plan was not filed for the flight that originated at a private airstrip approximately 6 miles west of the accident site.
During telephone interviews, conducted by the investigator-in-charge, and on the Pilot/Operator Report the pilot reported that during the turn around maneuver, he extended full flaps. He further stated that the "flaps remained fully extended thus jamming [the flight] controls [and] the airplane continued to turn, making two or three turns before crashing into the water." The airplane came to rest in the Tindall Reservoir approximately 250 feet off-shore where the water depth was approximately 3 feet.
During an interview, conducted by the investigator-in-charge, manufacturer personnel revealed the following information. In the AT-502, "all conventional types of turns may be performed." Flaps "may be used as a turning aid providing small deflections are used (5 to 8 degrees)."
During telephone interviews, conducted by the investigator-in-charge, another pilot conducting loading and reloading from the private airstrip, reported observing N7314C arriving and departing from the private airstrip; however, he did not observe the accident. A feed truck driver, working close to the farm where the accident occurred, reported to the investigator-in-charge that he saw several agricultural airplanes flying in the area; however, he did not observe the accident.
A review of the airplane records, by the investigator-in-charge, revealed that the airplane was manufactured in 1986 by Air Tractor, Inc., as a model AT-501 with the P & W R1340 radial engine installed. In 1989 the operator purchased the airplane, converted it to a model AT-502 airplane, and installed the P & W PT6A-34 turbine engine. The last maintenance entry referring to the control surfaces was made on January 11, 1993, and it indicated that new flap, aileron, rudder, and elevator bearings were installed and the rudder cables and pulleys were replaced. An annual inspection was completed on January 15, 1996.
The commercial pilot reported having 2,243.3 hours in this make and model of aircraft. The pilot's flight time in airplanes with a turbine engine was not made available to the Board.
The FAA inspector, the operator and the manufacturer's representative examined the airplane during the recovery from the water. The wing leading edges were crushed aft toward the spar. The integrity of all fuel tanks was compromised. The propeller separated from the engine which had separated from the airframe. The propeller blades exhibited bending and torsional twisting. Flight control continuity was confirmed. The wing flap actuator components were intact and the extension of the jackscrew was measured to be "slightly less (1/32) than 3 1/2 inches."
On November 12, 1995, Air Tractor issued Service Letter #140 (copy enclosed) to "prevent a possible overrun of the flap control system causing the flap push rod to bind on the aileron push rod making aileron control difficult." Service Letter #140 had not been accomplished on N7314C.
An FAA inspector examined N7314C at the storage facility in Clinton, Arkansas, and measured the flap actuator jackscrew at 3 1/2 inches. The inspector removed the flap actuator assembly and forwarded the assembly to the investigator-in-charge for examination.
Upon examination by the investigator-in-charge and the manufacturer representative, the flap actuator jackscrew extension measured 3 1/2 inches and operated throughout its design range of travel to the installed mechanical stop set at 3 11/16 inches. According to the manufacturer represe
Sources:
NTSB id 20001208X06210
Revision history:
Date/time | Contributor | Updates |
21-Dec-2016 19:26 |
ASN Update Bot |
Updated [Time, Damage, Category, Investigating agency] |
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