Air Tractor AT-402B accident near Taft, Texas, April 17, 2003
On April 17, 2003 at about 5:10 pm local time, a Air Tractor AT-402B, registered N6078W, was substantially damaged in an accident near Taft, Texas. 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 partial loss of engine power resulting from a leaking fuel transfer tube following inadequate maintenance by unknown personnel. A contributing factor was the furrowed terrain encountered during the forced landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 17, 2003 · about 5:10 pm local time
- Place
- Taft, Texas · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Air Tractor AT-402B
- Registration
- N6078W · registry record · serial 402B-0972
- Damage
- Substantial damage
- Flight
- Aerial application (crop spraying) flight · agricultural flying rules (Part 137)
The NTSB's narrative final · quoted from the NTSB record
During the takeoff/initial climb from the private airstrip, the engine "power reduced to 70 percent." The pilot turned into the wind for the forced landing; however, ended up landing perpendicular to the furrows in a cultivated field. Visual inspection of the engine by the FAA inspector revealed that the fuel transfer tube migrated out of the fuel adapter resulting in fuel leak and power loss, the "O" ring was protruding from the fuel adapter, and the lock plate at the #5 adapter was found bent and distorted. Fuel leakage at the fuel transfer tube was confirmed by running the engine and observing the leaking fuel. The engine did not develop power above 72 percent Ng. The fuel transfer tube was secured in its proper position, and the engine developed full power. A review of the maintenance records by the FAA inspector revealed that the nozzles had accumulated 111 hours time in service, and the maintenance entry for the last annual/100 hour inspection did not reveal any leaks or discrepancies.
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: 3,871 hours in all; 939 in this make and model; 154 in the last 90 days; 117 in the last 30 days; 3,781 as pilot in command
- Last flight review: January 25, 2002
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: ctr
- Injury: no injuries
The aircraft
- Airframe total time: 3,701 hours
- Last inspection: annual inspection, April 9, 2003; 4 hours since
- Maximum gross weight: 6,000 lb
- Seats: 1
- Landing gear: fixed
- Engine: Pratt & Whitney Canada PT6A-34 (turboprop); 0 hours total
The flight
- Departed from: Taft TX at 12:07 pm
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 030° at 10 knots
- Visibility: 9 statute miles
- Sky: a few clouds at 3,000 ft
- Temperature: 84°F (29°C), dew point 66°F (19°C)
- Altimeter: 29.95 inHg
- Observation at 4:51 pm from CRP, 15 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.