Wsk Pzl Mielec M-18A accident near Fillmore, Utah, July 8, 2002
On July 8, 2002, a Wsk Pzl Mielec M-18A, registered N5198Y, was destroyed in an accident near Fillmore, Utah. It was a public-use flight under public-use (government) rules. 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the pilot's failure to follow proper procedures/directives, and the airplane's inability to climb while maneuvering after takeoff. Factors contributing to the accident were improperly mixed aerial application materials (fire retardant slurry), the high aircraft weight and balance, and the pilot's diverted attention.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 8, 2002
- Place
- Fillmore, Utah · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Wsk Pzl Mielec M-18A
- Registration
- N5198Y · registry record · serial 1Z023-07
- Damage
- Destroyed
- Flight
- Public-use flight · public-use (government) rules
The NTSB's narrative final · quoted from the NTSB record
The airplane took off and was en route to a nearby forest fire. The pilot said the takeoff roll was "a little longer" than usual, which he attributed to the high temperature. He noticed a lower propeller rpm (1 to 2 inches) and manifold pressure, and the airplane was in a 50 to 100 foot per minute rate of descent. He realized he needed to jettison the retardant, and made several unsuccessful attempts to use the emergency jettison handle. While his attention was diverted to jettisoning the load, the airplane collided with terrain. The pilot failed to disengage the emergency release (jettison) handle-locking lever prior to takeoff as required by the Pilot Operating Handbook. He also chose not to arm the hydraulic power for the retardant gate prior to takeoff. When examined at the accident site, the slurry mixture was of a "very thick consistency." The pilot said he mixed and loaded the slurry, called Fire-Trol, into the airplane. The slurry consisted of ammonium phosphate, a clay thickener, corrosion inhibitor, and colorant. A sample of the slurry, removed from the sealed pump hose, was tested and found to be LCA-R (concentrated retardant unmixed with water). The sample weighed 12.2 pounds per gallon, slightly heavier than pure concentrate (12.1 pounds per gallon). No water was found in the sample. When properly mixed, the slurry concentrate should weigh 9.13 pounds per gallon. The airplane's hopper held 400 gallons. A properly mixed load should weigh 3,652 pounds. It was computed that the hopper's payload weighed 4,880 pounds at the time of the accident, a difference of 1,228 pounds.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record from the NTSB's investigation tables, in plain English
Pilot
- Certificate: flight instructor, commercial pilot
- Ratings: single-engine land; instructor: airplane single-engine; instrument: airplane
- Flight time: 2,700 hours in all; 300 in this make and model; 200 in the last 90 days; 7 in the last 30 days; 2,600 as pilot in command; 500 on instruments
- Last flight review: November 1, 2001
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: ctr
- Injury: minor injuries
The aircraft
- Airframe total time: 1,650 hours
- Last inspection: annual inspection, March 15, 2002; 20 hours since
- Maximum gross weight: 11,700 lb
- Seats: 1
- Landing gear: fixed
- Engine: Wsk Pzl Kalis ASZ-62IRM18 (piston); 0 hours total
The flight
- Departed from: U19 Fillmore UT
- Destination: U19 Fillmore UT
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 220° at 13 knots
- Visibility: 50 statute miles
- Sky: overcast at 25,000 ft
- Temperature: 93°F (34°C), dew point 54°F (12°C)
- Observation at 11:50 pm from U24, 32 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.