Spraying (Agricultural)

Crashed in unknown circumstances somewhere in Czech Republic.

After takeoff from Tomuzlovskoye, while climbing to a height of about 20-30 metres, the aircraft stalled from the tail. It rolled to the left then stalled and crashed, bursting into flames. All three occupants, two pilots and one mechanic, were killed.

The aircraft was taking off on the final sowing sortie, after which the pilot was to return to home base. The pilot reported that, on the takeoff roll, the engine appeared to overspeed and that the aircraft failed to get airborne. It subsequently sank into a shallow gully off the end of the strip. After the accident, one propeller blade was found to be free to rotate about its feathering axis. Metallurgical analysis indicated that the pitch change knob on the subject blade failed as the result of ductile overload. A second pitch change knob was also bent and cracked but had not separated from the blade. The overload sustained by the pitch change knobs was determined to have occurred at impact, not in flight. No reason was established for the failure to become airborne.

While completing a crop spraying mission, the twin engine aircraft struck power cables and crashed somewhere in the Xinjiang Province. Crew fate unknown.

Crashed in unknown circumstances. Crew fate unknown.

After completing the first run at the heavier weight, the pilot of ZK-EMV indicated to the loader driver that the load be increased by an additional hundredweight after the next run. The pilot of the second aircraft remained at 22 hundredweight, though he had moved his loading point back a short distance to provide additional take-off distance. The second pilot was still encountering “some sink” after take off, coinciding with the raising of flap. On completion of the second run at 22 hundredweight, the pilot of ZK-EMV positioned the aircraft for loading about 25 m to the east of his previous loading point. ZK-EMV was regarded by some personnel in the company to have had slightly better performance than other similar model aircraft. Consequently the increase to 23 hundredweight, while of interest, did not raise any concerns by the loader driver. Despite being unable to observe the departure of ZK-EMV, the loader driver was still able to hear the aircraft’s engine noise and recalled nothing unusual as the aircraft departed after loading. On returning from his run, the pilot of the second aircraft saw ZK-EMV to his lower right, in a steep climb, estimated to be about 45 to 50°. As it continued to climb the aircraft rolled slowly to the left, peaking at a height equivalent to “3 times power pole height”. Objects were seen falling from the aircraft during this time. Once inverted the aircraft descended rapidly, striking the ground. The aircraft hit the ground approximately 350 m from the strip, near where the power lines crossed a bend in the road and a small intersection. The pilot of the second aircraft landed and informed the two loader drivers. Together the group headed for the accident site in the loader truck. While en route a member of the group alerted emergency services by the use of a cellular telephone. The accident was also observed by the driver of a truck who had recently deposited a load of fertiliser in the bin at the airstrip. The driver had stopped the truck on a narrow gravel road below the airstrip to check the tailgate of the trailer. He then heard an aircraft begin its take-off run and decided to stay and watch the departure as the aircraft would fly over the road close to where the truck was parked. The driver saw ZK-EMV leave the end of the strip and “sag down a long way”, appearing to “drop like a stone”. The aircraft was observed to be in a high nose or climbing attitude as it continued to descend in a slight left turn towards a fence next to the road. The aircraft was then seen to strike the fence and balloon up, dropping fertiliser as it climbed. The aircraft then rolled left and descended in the direction of the truck driver, who quickly sought cover underneath the trailer. The aircraft struck the ground in a paddock next to the road, stopping about 5 m from the truck. With 15 years of working near agricultural aircraft, the truck driver considered himself to be familiar with their operations. The driver observed no items falling from the aircraft before it struck the fence, or anything hit the aircraft. He considered the engine to be at “full song” or maximum power the whole time and heard no change in pitch or beat. After the accident the truck driver went quickly to the upturned aircraft and attempted unsuccessfully to locate the pilot. The driver then headed for the airstrip in the truck, meeting the loader drivers and second pilot on their way to the aircraft. On reaching ZK-EMV the bucket on the loader was used to lift the aircraft to gain access to the cockpit. However, no assistance could be given to the pilot who had died on impact.

Crashed in unknown circumstances somewhere in Iran, killing the pilot.

Shortly after takeoff from Novaya Derevnya, while climbing to a height of about 10 metres, the aircraft rolled to the left to an angle of 35°, lost height and crashed into trees located 145 metres further. Both pilots were injured and the aircraft was damaged beyond repair.

While turning onto the sowing run, at about 300 feet agl, a significant downdraught was encountered, together with a loss of at least 5 knots airspeed. The pilot responded by pushing the control column aggressively forward and turning towards the lower ground. At the same time, he operated the jettison lever. The rate of dump and the recovery from the downdraught were far less than anticipated, and the pilot found himself about to collide with rocks in a paddock. He pulled hard back, but was unable to avoid hitting the ground with the left wing. The aircraft flipped and slid backwards to a halt. The pilot's instructor was operating a second Fletcher on the same job, saw that there had been a crash, and, after jettisoning his own load, landed nearby and went to the pilot's assistance. Meteorological conditions were favourable for topdressing, but katabatic winds were likely to have been present in the valley, after a clear, cool night. By the time of these flights, a light northwesterly was in place, which could have added to a katabatic flow. There was very light turbulence. Shortly after the accident, light wind gusts were noted; a steady, stronger wind down the valley was established by mid morning. The accident pilot's training had been completed only the day before, and foremost in his mind was the need to avoid a stall. The combination of pushing forward more than necessary, and a turning flight-path, made the jettison ineffective. In the pull-up to avoid hitting the ground the jettison rate increased, but about one third of the load remained aboard after the accident. It was recommended, and accepted, that the pilot receive more dual training on the stall characteristics of the aircraft, with an emphasis on the speed margins available when manoeuvring at low speed. The agricultural operators association was to be asked to remind members of the effect of manoeuvring on jettison characteristics.

The crew was engaged in a spraying mission in Novomusino. After departure, at a height of 50 metres, the crew raised the flaps and continued at a speed of 140 km/h. Approaching the area to be treated, the crew realized his position was incorrect and elected to gain speed and height when the aircraft stalled and crashed. Both pilots escaped uninjured and the aircraft was damaged beyond repair.