Air Tractor Inc. AT-802A and Air Tractor Inc. AT-802 mid-air collision near Portland, Arkansas, July 26, 2022
On July 26, 2022 at about 10:01 pm local time, 2 aircraft, Air Tractor Inc. AT-802A (N749LA) and Air Tractor Inc. AT-802 (N214RL), were involved in a mid-air collision near Portland, Arkansas. 1 person was killed and 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The failure of both pilots to see and avoid the other airplane during aerial application and ferry operations.
The failure of both pilots to see and avoid the other airplane during aerial application and ferry operations.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 26, 2022 · about 10:01 pm local time
- Place
- Portland, Arkansas · map
- Type
- Accident · mid-air collision
- Injuries
- 1 person was killed and 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft 1
- Air Tractor Inc. AT-802A, built 2021
- Registration
- N749LA · no longer on the register · serial 802A-0932
- Damage
- Destroyed
- Flight
- Aerial application (crop spraying) flight · agricultural flying rules (Part 137)
- Aircraft 2
- Air Tractor Inc. AT-802, built 2021
- Registration
- N214RL · registry record · serial 802-0896
- Damage
- Substantial damage
- Flight
- Aerial application (crop spraying) flight · agricultural flying rules (Part 137)
The NTSB's narrative for the Air Tractor Inc. AT-802A final · quoted from the NTSB record
The pilot of an Air Tractor AT-802A was applying chemical on the first pass over a cotton field in a southerly direction. Simultaneously, an AT-802 was ferrying in a southeasterly direction, between 400 and 500 ft above the ground. As the AT-802A pilot completed his pass and climbed to reverse the direction of turn, his airplane collided with the ferrying AT-802 passing overhead. The AT-802A continued in a left turn and crashed into a soybean field, killing the pilot. The AT-802 began to spin and descended vertically to the ground; its pilot was seriously injured. The surviving pilot of the AT-802 later reported that he was unaware that the other pilot was operating in the area. The two pilots were not communicating by radio. Although there may have been some sun glare that could have affected the AT-802A pilot’s visibility, the investigation revealed that both pilots were in positions to see the other airplane in ample time to avoid a collision. An examination of both wreckages did not reveal evidence of a preexisting malfunction or failure that would have prevented normal operation of the either airplane. Although the Professional Aerial Applicator’s Support System (PAASS) slogan, “Ferry above five (hundred) and stay alive” was known to the AT-802 pilot and was commonly known in the aerial application industry, this investigation revealed that both pilots consistently climbed above 500 ft agl during their reverse-direction turns while applying chemical. If the pilot of the AT-802 had flown his airplane at or above 1,000 ft agl, the collision would likely have been avoided.
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 NTSB's narrative for the Air Tractor Inc. AT-802 final · quoted from the NTSB record
The pilot of an Air Tractor AT-802A was applying chemical on the first pass over a cotton field in a southerly direction. Simultaneously, an AT-802 was ferrying in a southeasterly direction, between 400 and 500 ft above the ground. As the AT-802A pilot completed his pass and climbed to reverse the direction of turn, his airplane collided with the ferrying AT-802 passing overhead. The AT-802A continued in a left turn and crashed into a soybean field, killing the pilot. The AT-802 began to spin and descended vertically to the ground; its pilot was seriously injured. The surviving pilot of the AT-802 later reported that he was unaware that the other pilot was operating in the area. The two pilots were not communicating by radio. Although there may have been some sun glare that could have affected the AT-802A pilot’s visibility, the investigation revealed that both pilots were in positions to see the other airplane in ample time to avoid a collision. An examination of both wreckages did not reveal evidence of a preexisting malfunction or failure that would have prevented normal operation of the either airplane. Although the Professional Aerial Applicator’s Support System (PAASS) slogan, “Ferry above five (hundred) and stay alive” was known to the AT-802 pilot and was commonly known in the aerial application industry, this investigation revealed that both pilots consistently climbed above 500 ft agl during their reverse-direction turns while applying chemical. If the pilot of the AT-802 had flown his airplane at or above 1,000 ft agl, the collision would likely have been avoided.
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 for the Air Tractor Inc. AT-802A from the NTSB's investigation tables, in plain English
What happened, in order
- Midair collision during maneuvering (low-alt flying) defining event
- Collision with terrain or object (not controlled flight into terrain) during uncontrolled descent
The NTSB's findings
- Personnel issues › Psychological › Attention/monitoring › Monitoring other aircraft › Pilot
Pilot
- Certificate: commercial pilot
- Ratings: single-engine land; single-engine sea
- Flight time: 17,950 hours in all; 2,350 in this make and model
- Last flight review: February 9, 2022
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: ctr
- Injury: fatal
The aircraft
- Airframe total time: 237 hours
- Last inspection: 100-hour inspection, April 1, 2022; 143 hours since
- Maximum gross weight: 16,000 lb
- Seats: 1
- Landing gear: fixed
- Engine: P&W Canada PT6A-65AG (turboprop); 237 hours total
- Operator: Westwind Air LLC
The flight
- Departed from: M32 Lake Village AR at 9:55 pm
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 170° at 10 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 99°F (37°C), dew point 72°F (22°C)
- Altimeter: 29.94 inHg
- Observation at 4:53 pm from KPBF, 62 miles away
Weather report (METAR): METAR KPBF 262153Z AUTO 17010KT 10SM CLR 37/22 A2994 RMK AO2 SLP135 T03720222
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 |
The factual record for the Air Tractor Inc. AT-802 from the NTSB's investigation tables, in plain English
What happened, in order
- Midair collision during enroute defining event
- Collision with terrain or object (not controlled flight into terrain) during uncontrolled descent
The NTSB's findings
- Personnel issues › Psychological › Attention/monitoring › Monitoring other aircraft › Pilot
Pilot
- Certificate: commercial pilot
- Ratings: single-engine land
- Flight time: 17,606 hours in all
- Last flight review: March 31, 2021
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: frt
- Injury: serious injuries
The aircraft
- Airframe total time: 1,029 hours
- Last inspection: 100-hour inspection, July 21, 2022
- Maximum gross weight: 16,000 lb
- Seats: 2
- Landing gear: fixed
- Engine: P&W Canada PT6A-65AG (turboprop); 1,029 hours total
- Fire on the ground
- Operator: Lassco LLC
The flight
- Departed from: PVT Portland AR at 9:00 pm
- Flight plan: none
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
29 documents, released by the NTSB on March 20, 2024. 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.
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.