Air Tractor AT-602 accident near Charleston, Missouri, May 15, 2009
On May 15, 2009 at about 2:10 pm local time, a Air Tractor AT-602, registered N85115, was substantially damaged in an accident during takeoff near Charleston, Missouri. 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
The pilot's failure to abort the takeoff resulting in a runway overrun and impact with terrain.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 15, 2009 · about 2:10 pm local time
- Place
- Charleston, Missouri · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Air Tractor AT-602
- Registration
- N85115 · no longer on the register · serial 602-0652
- Damage
- Substantial damage
- Flight
- Aerial application (crop spraying) flight · agricultural flying rules (Part 137)
The NTSB's narrative final · quoted from the NTSB record
Witnesses reported that the agricultural airplane attempted to depart the private airstrip with a load of potash, but that the airplane "never made it off the ground" and impacted crops and terrain located at the end of the runway. The airplane nosed over and came to rest inverted. The rudder was crushed and the engine separated from the airframe. The pilot did "not remember any of the accident." The accident flight was one of several flights completed that day and the day before. The estimated weight of the airplane at the time of takeoff was 11,200 lbs, and the airplane's maximum gross weight was 12,500 lbs. The runway is approximately 1/2 mile in length with 1,600 feet of asphalt and the remaining runway is grass/turf. Postaccident examination revealed no anomalies with the airplane.
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
What happened, in order
- Runway excursion during takeoff defining event
- Nose over/nose down during takeoff
The NTSB's findings
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › (general) › Incorrect use/operation
- cause Personnel issues › Action/decision › Action › Incorrect action selection › Pilot
Pilot
- Certificate: commercial pilot
- Ratings: single-engine land; instrument: airplane
- Flight time: 2,187 hours in all; 1,512 in this make and model; 158 in the last 90 days; 106 in the last 30 days; 2,110 as pilot in command
- Last flight review: November 8, 2008
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: ctr
- Injury: serious injuries
The aircraft
- Airframe total time: 2,875 hours
- Last inspection: continuous airworthiness programme, February 22, 2009
- Maximum gross weight: 12,500 lb
- Seats: 1
- Landing gear: fixed
- Engine: Pratt And Whitney Canada PT6A-60AG (turboprop); 0 hours total
- Operator: Thompson Flying Service, LLC
The flight
- Departed from: Charleston MO
- Destination: Charleston MO
- Flight plan: none
- Runway 36
Weather at the time
- Light: daylight
- Wind: from 160° at 6 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 72°F (22°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight 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.
Other NTSB records under N85115 the same tail number, which may have belonged to a different aircraft at the time
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.