Air Tractor INC AT 402B accident near Sudan, Texas, June 26, 2014
On June 26, 2014 at about 8:00 pm local time, a 1999 Air Tractor INC AT 402B, registered N5197U, was substantially damaged in an accident during maneuvering (low-alt flying) near Sudan, Texas (Fairview Field). 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 pilot's lapse in monitoring the airplane's speed during a low level aerial application maneuver and its subsequent stall during the maneuver.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 26, 2014 · about 8:00 pm local time
- Place
- Sudan, Texas · Fairview Field · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Air Tractor INC AT 402B, built 1999 · all AT 402Bs on the register
- Registration
- N5197U · no longer on the register · serial 402A-1096
- 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 aerial application pilot reported that he was "busy looking outside" the cockpit during a low altitude turn. He said that he felt the airplane stall and the airplane subsequently sustained substantial fuselage damage when it impacted terrain. The pilot reported that there were no mechanical malfunctions that would have prevented normal operations.
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 control in flight during maneuvering (low-alt flying) defining event
- Collision with terrain or object (not controlled flight into terrain) during uncontrolled descent
The NTSB's findings
- cause Personnel issues › Psychological › Attention/monitoring › Task monitoring/vigilance › Pilot
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Airspeed › Not attained/maintained
Pilot
- Certificate: commercial pilot
- Ratings: single-engine land
- Flight time: 2,250 hours in all; 250 in the last 90 days; 125 in the last 30 days; 2,100 as pilot in command
- Last flight review: November 23, 2012
- Medical certificate: Class 2
- Seat: sngl
- Injury: minor injuries
The aircraft
- Airframe total time: 7,933 hours
- Last inspection: annual inspection, April 20, 2014
- Maximum gross weight: 7,000 lb
- Seats: 1
- Landing gear: fixed
- Engine: P&W Canada PT6A-34AG (turboprop); 9,411 hours total
- Operator: King AG Aviation INC
The flight
- Departed from: XA05 Sudan TX at 7:40 pm
- Destination: XA05 Sudan TX
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 230° at 7 knots
- Visibility: 10 statute miles
- Sky: a few clouds at 21,000 ft
- Temperature: 90°F (32°C), dew point 52°F (11°C)
- Altimeter: 29.92 inHg
- Observation at 7:58 pm from KCVS, 39 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 N5197U 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.