Wsk Pzl Mielec M-18A N7075D

Summary

On 18 June 1999 at about 12:50 local time, a Wsk Pzl Mielec M-18A registered N7075D was involved in an accident near Basile, Louisiana, United States. One person was on board and one had minor injuries. The aircraft was substantially damaged. The NTSB has published a probable cause for this accident; it is quoted in full below.

Date

18 June 1999 at 12:50

Classification

Accident

Location

Basile, Louisiana, United States

Coordinates

30.4796, -92.5998

Aircraft

Wsk Pzl Mielec M-18A

Registration

N7075D

Category

Airplane

Engines

1

Operator

Not recorded

Operating rule

Part 137: Agricultural

Purpose of flight

Aerial Application

Phase of flight

Not recorded

Aircraft damage

Substantial

Weather

VMC

Light

Day

NTSB number

FTW99LA170

1 person had minor injuries.

The separation of the right wing forward spar lower attachment fitting due to a fatigue fracture, which emanated from corrosion as a result of maintenance not being performed.

Quoted verbatim from the NTSB record. This site does not paraphrase or interpret it.

Read the full NTSB narrative

The pilot was applying a chemical to a field. After completing a pass, as he applied aft elevator for a straight-ahead pull-up, a loud 'boom' was heard, and the outboard section of the right wing separated. The airplane became 'uncontrollable' and impacted in an uncultivated field. Metallurgical examination revealed that the separation of the right wing forward spar lower attachment fitting was the result of fatigue cracking in the bracket lugs. The fatigue cracking initiated from areas of severe corrosion damage in the lugs. Evidence of extensive corrosion pitting was found in brackets from all other examined front spar attachment fittings, particularly on the internal surfaces of the lugs. The Service Manual and applicable service bulletins call for fluorescent penetrant or magnetic particle inspection of wing attachment fittings during the 3,000-hour inspection for extension of the airframe life to 6,000-hours. Although the aircraft records show that during the last annual inspection, which was completed approximately 596.5 hours prior to the accident, at an airframe time of 4,245.5 hours, all time life items were complied with, the metallurgical examination disclosed no trace of dye penetrant residue on any of the examined components.

Quoted verbatim from the NTSB record.