Air Tractor AT-502 accident near Almyra, Arkansas, July 1, 1996
On July 1, 1996 at about 5:05 pm local time, a Air Tractor AT-502, registered N7314C, was destroyed in an accident near Almyra, Arkansas. It was an aerial application (crop spraying) flight under agricultural flying rules (Part 137). 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to maintain aircraft control. A factor was the pilot's excessive use of flaps during the maneuver.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 1, 1996 · about 5:05 pm local time
- Place
- Almyra, Arkansas · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Air Tractor AT-502
- Registration
- N7314C · no longer on the register · serial 501-0002
- Damage
- Destroyed
- Flight
- Aerial application (crop spraying) flight · agricultural flying rules (Part 137)
The NTSB's narrative final · quoted from the NTSB record
The pilot stated that during the turn around maneuver, he extended full flaps [26 degrees] and the 'flaps remained fully extended thus jamming [the flight] controls.' Manufacturer personnel stated that 5 to 8 degrees of flaps may be used as a turning aid. Flight control continuity was confirmed. The wing flap actuator components and microswitches were intact, were not deformed, and tested functional as designed. The actuator jackscrew was extended 3 1/2 inches (flaps 26 degrees). Push rod clearance at full flaps and full aileron is a minimum of .257 inch. An actuator jackscrew extension of 4 1/16 inches is required before the actuator assembly malfunctions. An extension beyond 4 inches (flaps 34.5 degrees) places the flap push rod and the aileron push rod in contact; however, the controls continue to be movable. Multiple flap actuator assembly malfunctions are required to jam the flight controls.
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: 3,987 hours in all; 2,243 in this make and model; 3,905 as pilot in command
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: ctr
The aircraft
- Last inspection: annual inspection, January 15, 1996
- Maximum gross weight: 6,500 lb
- Seats: 1
- Landing gear: fixed
- Engine: P&W PT6A-34 (turboprop); 0 hours total
The flight
- Flight plan: none
- Runway 0
Weather at the time
- Light: not reported
- Wind: from 250° at 7 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 90°F (32°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.