Wsk Pzl Mielec M-18A accident near Basile, Louisiana, June 18, 1999
On June 18, 1999 at about 12:50 pm local time, a Wsk Pzl Mielec M-18A, registered N7075D, was substantially damaged in an accident near Basile, Louisiana. It was an aerial application (crop spraying) flight under agricultural flying rules (Part 137). 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
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.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 18, 1999 · about 12:50 pm local time
- Place
- Basile, Louisiana · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Wsk Pzl Mielec M-18A
- Registration
- N7075D · no longer on the register · serial 1Z024-13
- Damage
- Substantial damage
- Flight
- Aerial application (crop spraying) flight · agricultural flying rules (Part 137)
The NTSB's narrative final · quoted from the NTSB record
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.
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: multi-engine land; single-engine land; single-engine sea; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: helicopter; instrument: airplane; rotorcraft: helicopter
- Flight time: 19,302 hours in all; 4,840 in this make and model; 560 in the last 90 days; 200 in the last 30 days; 18,222 as pilot in command; 1,325 on instruments
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: ctr
The aircraft
- Airframe total time: 4,842 hours
- Last inspection: annual inspection, March 1, 1999; 597 hours since
- Maximum gross weight: 9,260 lb
- Seats: 1
- Landing gear: fixed
- Engine: Pzl-Kalisz ASZ-621R-M18 (piston); 0 hours total
The flight
- Departed from: NONE at 12:40 pm
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 360° at 2 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 81°F (27°C), dew point 0°F (-18°C)
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.