Air Tractor AT-400A accident near Hastings, Florida, March 26, 2002
On March 26, 2002 at about 4:22 pm local time, a Air Tractor AT-400A, registered N3159G, was substantially damaged in an accident near Hastings, Florida. It was an aerial application (crop spraying) flight under agricultural flying rules (Part 137). 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
Fatigue cracking in the most outboard splice bolt hole in the lower spar cap of the right wing. .
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 26, 2002 · about 4:22 pm local time
- Place
- Hastings, Florida · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Air Tractor AT-400A
- Registration
- N3159G · registry record · serial 400A-0467
- Damage
- Substantial damage
- Flight
- Aerial application (crop spraying) flight · agricultural flying rules (Part 137)
The NTSB's narrative final · quoted from the NTSB record
While spraying fungicide to a potato field the pilot heard a loud explosion in the vicinity of the wing center section. After the explosion he had no control of the airplane and the airplane impacted the ground separating the right wing. Examination of the wreckage found the right wing tip near the initial impact point. The path of the airplane's debris field was to the north with a turn towards the east. The airplane then impacted into an irrigation ditch 261 feet from the initial impact point. Further examination of the wreckage found portions of the right wing spar imbedded into the ground in a near vertical attitude. Examination of the section of the wing spar by the NTSB Materials Laboratory found fatigue cracking in the most outboard splice bolt hole in the lower spar cap of the right wing. Air Tractor reported that this was the first known instance of fatigue cracking or fracture on a modified lower spar cap. As a result of this investigation the FAA issued an airworthiness directive that requires operators to inspect the wing centerline splice joint for cracks.
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; instructor: airplane single-engine; instrument: airplane; rotorcraft: glider
- Flight time: 18,600 hours in all
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: ctr
- Injury: serious injuries
The aircraft
- Airframe total time: 8,200 hours
- Last inspection: annual inspection
- Maximum gross weight: 7,860 lb
- Seats: 1
- Landing gear: fixed
- Engine: Pratt & Whitney Canada PT6-28 (turboprop); 0 hours total
The flight
- Departed from: PVT Hastings FL at 4:00 pm
- Destination: PVT
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: at 5 knots
- Visibility: 10 statute miles
- Sky: scat at 2,700 ft
- Temperature: 81°F (27°C), dew point 68°F (20°C)
- Altimeter: 30.12 inHg
- Observation at 3:53 pm from DAB, 51 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.