Air Tractor AT802 accident near Ullin, Illinois, July 22, 2011
On July 22, 2011 at about 7:00 pm local time, a Air Tractor AT802, registered N396LA, was substantially damaged in an accident during enroute near Ullin, Illinois. 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 engine power for reasons that could not be determined because postaccident examination of the engine did not reveal any anomalies that would have precluded normal operation.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 22, 2011 · about 7:00 pm local time
- Place
- Ullin, Illinois · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Air Tractor AT802 A
- Registration
- N396LA · registry record · serial 802A-0331
- 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 reported that the airplane’s engine surged and lost power during cruise flight. The pilot stated that he was unable to attain a climb rate and that the emergency procedures he used did not affect the surging or loss of engine power. The pilot landed the airplane on a field immersed in water. An examination of the engine and overspeed governor did not identify any anomalies that would account for surging or a loss of engine power. The internal corrosion found on examination of the overspeed governor was most likely due to its water immersion after the accident.
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 enroute defining event
- Loss of engine power (partial) during emergency descent
- Collision with terrain or object (not controlled flight into terrain) during landing
The NTSB's findings
- cause Not determined › Not determined › (general) › (general) › Unknown/Not determined
- Aircraft › Aircraft oper/perf/capability › Aircraft capability › Climb capability › Attain/maintain not possible
Pilot
- Certificate: commercial pilot
- Ratings: single-engine land; instrument: airplane
- Flight time: 3,371 hours in all; 1,198 in this make and model; 3,371 as pilot in command
- Last flight review: December 13, 2010
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: ctr
- Injury: minor injuries
The aircraft
- Airframe total time: 1,049 hours
- Last inspection: annual inspection, June 23, 2011
- Maximum gross weight: 16,000 lb
- Seats: 1
- Landing gear: fixed
- Engine: Pratt & Whitney Of Canada PT6A-65AG (turboprop); 0 hours total
- Operator: Thompson Flying Service LLC
The flight
- Departed from: FOA Flora IL
- Destination: Ullin IL
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 170° at 7 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 95°F (35°C), dew point 73°F (23°C)
- Altimeter: 29.94 inHg
- Observation at 6:55 pm from FOA, 24 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.
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.