Air Tractor AT-502 accident near Minturn, Arkansas, June 6, 2006
On June 6, 2006 at about 7:30 pm local time, a Air Tractor AT-502, registered N9195G, was substantially damaged in an accident near Minturn, Arkansas (Farm Air Flying Service airport). 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 pilot's inadequate inflight planning/decision, which resulted in a loss of engine power due to fuel exhaustion. A contributing factor was the lack of suitable terrain for the forced landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 6, 2006 · about 7:30 pm local time
- Place
- Minturn, Arkansas · Farm Air Flying Service · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Air Tractor AT-502
- Registration
- N9195G · no longer on the register · serial 502-0234
- 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 747-hour commercial pilot was returning to a private airstrip after an aerial application of a field about 6 nautical miles away. While on final approach, the aircraft's turbine engine lost power and the pilot executed a forced landing to a dry rice field short of the airstrip. During the initial landing roll, the left main landing gear struck a dirt embankment which resulted in the left wing impacting the ground. According to the Pilot/Operator Aircraft Accident Report (NTSB Form 6120.1/2) the pilot reported he departed the airport with 55 gallons of fuel on-board. The FAA inspector, who responded to the accident scene, examined the airplane and found no fuel in the fuel system. At the time of the accident, the weather was reported as wind from 180 degrees at 12 knots, gusting to 15 knots, 10 statue miles visibility, clear skies, with temperature of 82 degrees Fahrenheit, dew point of 54 degrees Fahrenheit and an altimeter setting of 29.96 inches of Mercury.
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, private
- Ratings: single-engine land
- Flight time: 747 hours in all; 93 in this make and model; 93 in the last 90 days; 53 in the last 30 days
- Last flight review: May 1, 2005
- Medical certificate: Class 2
- Seat: ctr
- Injury: no injuries
The aircraft
- Airframe total time: 4,970.1 hours
- Last inspection: annual inspection, February 1, 2006
- Maximum gross weight: 8,000 lb
- Seats: 1
- Landing gear: fixed
- Engine: Pratt & Whitney PT6A (turboprop); 0 hours total
The flight
- Departed from: N/A Minturn AR
- Destination: N/A Minturn AR
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 180° at 10 knots, gusting 15
- Visibility: 10 statute miles
- Sky: a few clouds at 3,500 ft
- Temperature: 82°F (28°C), dew point 54°F (12°C)
- Altimeter: 29.95 inHg
- Observation at 7:35 pm from KARG, 9 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.
Other NTSB records under N9195G 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.