Air Tractor INC AT-602 accident near Penrose, Arkansas, June 14, 2010
On June 14, 2010 at about 2:15 pm local time, a Air Tractor INC AT-602, registered N4257R, was substantially damaged in an accident during maneuvering (low-alt flying) near Penrose, Arkansas. 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 loss of partial engine power due to a fatigue crack in the engine's fuel control bellows.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 14, 2010 · about 2:15 pm local time
- Place
- Penrose, Arkansas · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Air Tractor INC AT-602 · all AT-602s on the register
- Registration
- N4257R · registry record · serial 602-1146
- 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 approximately 75 feet above the ground, the airplane experienced a partial loss of engine power. Unable to maintain altitude, the pilot performed a forced landing to a wet rice field. During the landing, the airplane impacted a dirt mound, nosed over, and came to rest inverted. During the postaccident engine examination, the fuel control unit was removed and a functional test of the unit performed. The test revealed that the fuel unit's evacuated bellows had developed a fatigue crack in the outer ply surface. This crack would have resulted in a reduced fuel flow to the engine and a subsequent loss of engine power. Laboratory analysis concluded that the crack had originated in an area of several corrosion pits. The cause of the corrosion could not be determined.
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
- Loss of engine power (partial) during maneuvering (low-alt flying) defining event
- Loss of engine power (partial) during emergency descent
- Nose over/nose down during landing (flare/touchdown)
The NTSB's findings
- cause Aircraft › Aircraft power plant › Engine fuel and control › Fuel controlling system › Fatigue/wear/corrosion
Pilot
- Certificate: commercial pilot
- Ratings: single-engine land
- Flight time: 16,000 hours in all; 6,000 in this make and model; 300 in the last 90 days; 100 in the last 30 days; 16,000 as pilot in command
- Last flight review: January 27, 2009
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: sngl
- Injury: minor injuries
The aircraft
- Airframe total time: 1,940 hours
- Last inspection: 100-hour inspection, January 20, 2010
- Maximum gross weight: 12,500 lb
- Seats: 1
- Landing gear: fixed
- Engine: P&W Canada PT6A-60AG (turboprop); 0 hours total
- Operator: Reynolds Flying Service INC
The flight
- Departed from: Penrose AR
- Destination: Penrose AR
Weather at the time
- Light: daylight
- Wind: from 210° at 8 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 88°F (31°C), dew point 75°F (24°C)
- Altimeter: 29.97 inHg
- Observation at 1:56 pm from M19, 28 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 N4257R 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.