Air Tractor INC AT-502B accident near Reydell, Arkansas, July 10, 2009
On July 10, 2009 at about 5:30 pm local time, a Air Tractor INC AT-502B, registered N60023, was substantially damaged in an accident during takeoff near Reydell, Arkansas. It was an aerial application (crop spraying) flight under agricultural flying rules (Part 137). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's inability to maintain control of the airplane when it unexpectedly encountered a whirlwind shortly after takeoff.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 10, 2009 · about 5:30 pm local time
- Place
- Reydell, Arkansas · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Air Tractor INC AT-502B · all AT-502Bs on the register
- Registration
- N60023 · no longer on the register · serial 502B-0315
- 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 took off from a private strip on an aerial application flight. While climbing away from the runway the airplane began a left turning tendency. The pilot suspected the airplane encountered a whirlwind and attempted to maintain control of the airplane. When the airplane entered a "dead air space" the airplane was approximately 5 to 10 feet above the ground. The airplane subsequently collided with terrain and came to a stop in the upright position. Substantial damage was sustained to both wings. An inspection of the airplane by a Federal Aviation Administration inspector did not reveal any pre-impact anomalies.
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
- Other weather encounter during takeoff
- Loss of control in flight during takeoff defining event
The NTSB's findings
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Directional control › Attain/maintain not possible
- cause Environmental issues › Conditions/weather/phenomena › Wind › Dust devil/whirlwind › Effect on operation
Pilot
- Certificate: commercial pilot
- Ratings: single-engine land
- Flight time: 9,500 hours in all; 3,500 in this make and model; 300 in the last 90 days; 150 in the last 30 days; 9,400 as pilot in command
- Last flight review: February 1, 2009
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: frt
- Injury: no injuries
The aircraft
- Airframe total time: 5,925 hours
- Last inspection: 100-hour inspection, March 1, 2009
- Maximum gross weight: 9,500 lb
- Seats: 1
- Landing gear: fixed
- Engine: P&W PT6A SERIES (turboprop); 0 hours total
The flight
- Departed from: Reydell AR
- Destination: Reydell AR
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 180° at 5 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 91°F (33°C), dew point 68°F (20°C)
- Altimeter: 30.11 inHg
- Observation at 5:54 pm from KPBF, 22 miles away
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 N60023 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.