Air Tractor AT-502B accident near Osceola, Arkansas, November 10, 2005
On November 10, 2005 at about 2:00 pm local time, a Air Tractor AT-502B, registered N5075P, was substantially damaged in an accident near Osceola, Arkansas. It was a positioning flight under general aviation rules (Part 91). 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 pilot's failure to maintain control of the airplane while on final approach. A contributing factor was the gusty winds.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 10, 2005 · about 2:00 pm local time
- Place
- Osceola, Arkansas · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Air Tractor AT-502B
- Registration
- N5075P · registry record · serial 502B-0439
- Damage
- Substantial damage
- Flight
- Positioning flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The 16,500-hour commercial pilot was repositioning the tailwheel equipped agricultural airplane to another airstrip located approximately 10 minutes away from his home base. Prior to his departure from home base the pilot reported the winds were from the north at 5 to 6 mph. As the pilot entered the traffic pattern for the landing airstrip on a southbound downwind leg, he noticed that the winds were still from the north; however, they were now gusting from 10 to 15 knots. The pilot, who was very familiar with the airstrip, reported that when landing to the north, he prefers making a long final approach to avoid all obstacles while making a short field landing to avoid rolling over a gravel covered portion of the airstrip. The pilot stated that he lined-up and touched down slightly west of the centerline, and as the aircraft crossed over the south bank of a 30 to 40 foot wide ditch running short of runway, the aircraft encountered a 'large wind gust." The pilot attempted to add power to compensate; however, the turbine engine took too long to spool up. The airplane impacted the north bank of the ditch and both main landing gears separated from the airframe. The airplane came to stop on a northwesterly heading after sliding for 30 to 40 feet. The pilot reported having accumulated a total of 385 hours in the same make and model, with about 285 hours in the preceding 90 days.
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: single-engine land
- Flight time: 16,500 hours in all; 385 in this make and model; 285 in the last 90 days
- Medical certificate: Class 2 (with waivers/limitations)
The aircraft
- Landing gear: fixed
- Engine: Pratt & Whitney PT6A (turboprop); 0 hours total
The flight
- Departed from: NONE Classic Airport AR
- Destination: NONE Oceola AR
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 360° at 10 knots, gusting 15
- Visibility: 10 statute miles
- Temperature: 0°F (-18°C), dew point 0°F (-18°C)
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.