Air Tractor AT-502 accident near Sedan, New Mexico, April 24, 2003
On April 24, 2003 at about 3:30 pm local time, a Air Tractor AT-502, registered N318BR, was substantially damaged in an accident near Sedan, New Mexico. 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 nonmechanical partial loss of engine power due to water contamination of the fuel. Contributing factors include the lack of suitable terrain for a forced landing (due to his low altitude), and the irrigation system (object) that was impacted.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 24, 2003 · about 3:30 pm local time
- Place
- Sedan, New Mexico · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Air Tractor AT-502
- Registration
- N318BR · no longer on the register · serial 502-0172
- 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 said the airplane refueling process took a very long time, due to the slow rate of fuel transfer. He drained 2 to 3 gallons of fuel from each tank to check for contamination. While descending from 1,200 feet to 150 feet agl, he looked down at a map on his lap to verify which field was to be sprayed. The pilot said the engine began losing power, dropping from 80 pounds of torque to 40 pounds of torque. He noticed the loss of power when he attempted to level off, and the airplane was near a stall. He dumped the chemical, and pushed the power lever full forward, with no increase in power noted. The pilot performed a forced landing straight ahead due to his low altitude, and impacted a rotating irrigation system in a wheat field. The airplane was substantially damaged. Postimpact examination revealed water in the fuel filters on the airplane's engine and on the refueling system. Water was also found in the airplane's right fuel tank and in the source fuel tank.
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
Pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land
- Flight time: 7,253 hours in all; 275 in this make and model; 15 in the last 90 days; 5 in the last 30 days
- Last flight review: January 10, 2003
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: sngl
- Injury: minor injuries
The aircraft
- Airframe total time: 4,556 hours
- Last inspection: annual inspection, January 2, 2003
- Maximum gross weight: 8,000 lb
- Seats: 1
- Landing gear: fixed
- Engine: Walther (turboprop); 0 hours total
The flight
- Departed from: NONE Dalhart TX at 3:10 pm
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 260° at 7 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 48°F (9°C), dew point 34°F (1°C)
- Altimeter: 29.65 inHg
- Observation at 1:53 pm from DHT, 30 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| 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.