Air Tractor INC AT 602 accident near Vidrine, Louisiana, April 21, 2017
On April 21, 2017 at about 6:00 pm local time, a 2002 Air Tractor INC AT 602, registered N653LA, was substantially damaged in an accident during maneuvering (low-alt flying) near Vidrine, Louisiana. 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 total loss of engine power for reasons that could not be determined because an examination of the engine and a test run did not reveal any mechanical malfunctions or failures 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
- April 21, 2017 · about 6:00 pm local time
- Place
- Vidrine, Louisiana · 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 602 NO SERIES, built 2002 · all AT 602s on the register
- Registration
- N653LA · no longer on the register · serial 602-0653
- 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 was conducting agricultural spray operations in a turbine-powered airplane. During turns, he noticed that the fuel pressure varied between 19 and 20 lbs per square inch, but otherwise it appeared normal. During a subsequent turn, the engine lost power. The pilot turned on the fuel boost pump and engine ignitor, but the engine did not respond, so he conducted a force landing to a rice field. During the landing, the airplane impacted several levees, and the main landing gear were torn off; the airplane subsequently came to a stop on its belly. The pilot reported that he looked into each wing fuel tank and that fuel was visible in each tank. Two witnesses also looked into each tank and reported seeing between about 3 and 4 inches of fuel in each tank. They added that the tanks were breached and leaking fuel. The responding Federal Aviation Administration inspector reported that the tanks were empty when he arrived on scene, but it appeared that the tanks had been breached, and fuel had leaked onto the ground. The airplane was disassembled and transported to a repair facility. An examination of the airplane revealed fuel in the airframe filter and engine high-pressure canisters. About 1 quart of fuel was drained from the header tank. No contaminants were found in the fuel. The fuel flow meter displayed 52.1 gallons for fuel remaining and 157 gallons used. The flow meter does not have a fuel level sensing capability but subtracts the fuel used from what the user (pilot) input into the meter. The flow meter was programmed to 209 gallons at the last refueling or instrument reset. Given the pilot may have reset the meter during the last refuel, the meter would have registered a full fuel load even if the airplane had not received a full fuel load; thus, the 52.1 gallons remaining would not have been accurate. The engine was separated from the airframe and sent to overhaul/repair facility. The engine was placed in a test cell and started and ran with no anomalies noted. The reason for the loss of power was not 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 (total) during maneuvering (low-alt flying) defining event
- Collision with terrain or object (not controlled flight into terrain) during emergency descent
The NTSB's findings
- cause Not determined › Not determined › (general) › (general) › Unknown/Not determined
Pilot
- Certificate: commercial pilot
- Ratings: single-engine land
- Flight time: 9,654 hours in all; 300 in this make and model; 200 in the last 90 days; 200 in the last 30 days
- Last flight review: December 28, 2015
- Medical certificate: Class 2
- Seat: sngl
- Injury: no injuries
The aircraft
- Airframe total time: 8,636.3 hours
- Last inspection: continuous airworthiness programme, March 30, 2017
- Seats: 1
- Landing gear: fixed
- Engine: P&W PT6A (turboprop); 0 hours total
The flight
- Departed from: LA25 Vidrine LA
- Destination: LA25 Vidrine LA
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: at 7 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 4,000 ft; scat at 3,400 ft
- Temperature: 82°F (28°C), dew point 68°F (20°C)
- Altimeter: 29.93 inHg
- Observation at 5:55 pm from KACP, 15 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
5 documents, released by the NTSB on November 13, 2017. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
| # | Document | What it is | |
|---|---|---|---|
| 1 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 | PDF, 9 pages | View Download |
| 2 | Statements | PDF, 4 pages | View Download |
| 3 | Engine Test Run | PDF, 2 pages | View Download |
| 4 | Photos | PDF, 2 pages | View Download |
| 5 | Statement of Party Representatives to NTSB Investigation | PDF, 1 page | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
Other NTSB records under N653LA 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.