Air Tractor AT-502B accident near San Angelo, Texas, April 21, 2004
On April 21, 2004 at about 5:30 pm local time, a Air Tractor AT-502B, registered N5196J, was destroyed in an accident near San Angelo, 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 pilot's improper preflight performance planning, and his failure to establish a climb. Factors were the high density altitude and crosswind.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 21, 2004 · about 5:30 pm local time
- Place
- San Angelo, 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-502B
- Registration
- N5196J · no longer on the register · serial 0555
- Damage
- Destroyed
- Flight
- Aerial application (crop spraying) flight · agricultural flying rules (Part 137)
The NTSB's narrative final · quoted from the NTSB record
According to the pilot, he stated that he "didn't plan well" for the flight. He attempted to takeoff on about a 180-degree heading from a 3,000-foot-long dirt strip on a hot day with 500 gallons of chemicals on board, full fuel tanks, and a crosswind. He applied full power, started the take-off roll, and the airplane became airborne. But, when the airplane got to the end of the runway, it "wouldn't fly." The pilot tried to dump the chemical load, but was unsuccessful. Subsequently, the landing gear contacted tree tops, and the airplane rolled and collided with the ground. Once the airplane came to a stop, it caught on fire. Weather conditions at an airport located 20 nautical miles northwest of the accident were wind from 250 degrees at 12 knots gusting to 16 knots, clear skies, temperature 84 degrees Fahrenheit, and dew point 37 degrees Fahrenheit. The density altitude was 4,179 feet.
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: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instrument: airplane; rotorcraft: helicopter
- Flight time: 14,522 hours in all; 577 in this make and model; 80 in the last 90 days; 35 in the last 30 days; 14,515 as pilot in command; 1,495 on instruments
- Last flight review: February 5, 2004
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: frt
- Injury: no injuries
The aircraft
- Maximum gross weight: 9,000 lb
- Seats: 1
- Landing gear: fixed
- Engine: Pratt & Whitney PT-34 (turboprop); 0 hours total
- Fire on the ground
- Operator: Summers Spraying Service INC
The flight
- Departed from: San Angelo TX
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 250° at 12 knots, gusting 16
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 84°F (29°C), dew point 37°F (3°C)
- Altimeter: 29.70 inHg
- Observation at 12:51 pm from SJT
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.