Air Tractor AT-402A accident near Hillsboro, Alabama, July 3, 2004
On July 3, 2004 at about 1:05 am local time, a Air Tractor AT-402A, registered N9089L, was substantially damaged in an accident near Hillsboro, Alabama (Lawrence County Airport). It was a business flight under general aviation rules (Part 91). 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's inadequate visual lookout and failure to maintain adequate obstacle clearance, which resulted in collision with transmission wires.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 3, 2004 · about 1:05 am local time
- Place
- Hillsboro, Alabama · Lawrence County Airport · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Air Tractor AT-402A
- Registration
- N9089L · no longer on the register · serial 402A-1118
- Damage
- Substantial damage
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
According to the pilot, the airplane collided with the top wire of a transmission tower that "was not visible to [him]." He stated that the airplane spun around 180 degrees to the left, the airplane "was out of control," collided with the ground, and came to rest inverted in a nearby field. Examination of the wreckage site revealed the wreckage debris path extended across the field a distance of 75 feet leading up to the main wreckage site. The tower arm of the transmission tower, that was estimated to be 100 feet high, was bent, and the upper transmission wire was separated. Examination of the wreckage revealed that the engine assembly separated from the engine mounts. The propeller hub was separated from the crankshaft. The engine cowling and fuselage were crushed aft to the pilot compartment. The right wingtip was separated. The leading edge of the right wing was crushed beginning about midspan outboard to the end of the wing. The left wing was partially separated at the root and completely separated approximately midspan. The left horizontal stabilizer leading edge was crushed aft.
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: commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 3,200 hours in all; 100 in this make and model; 100 in the last 90 days; 50 in the last 30 days
- Last flight review: February 10, 2004
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: sngl
- Injury: minor injuries
The aircraft
- Airframe total time: 2,029 hours
- Last inspection: 100-hour inspection, February 7, 2004; 98 hours since
- Maximum gross weight: 7,000 lb
- Seats: 1
- Landing gear: fixed
- Engine: Pratt & Whitney PT6A (turboprop); 0 hours total
The flight
- Departed from: 9A4 Courtland AL
- Flight plan: none
Weather at the time
- Light: dusk
- Wind: from 180° at 6 knots
- Visibility: 10 statute miles
- Sky: overcast at 3,600 ft
- Temperature: 79°F (26°C), dew point 73°F (23°C)
- Altimeter: 30.03 inHg
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.