Air Tractor AT-502 accident near Idalou, Texas, October 8, 1996
On October 8, 1996 at about 10:45 pm local time, a Air Tractor AT-502, registered N4533H, was substantially damaged in an accident near Idalou, Texas (Everitt 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 improper planning/decision, which resulted in an overrun during takeoff and an encounter with cotton (crop) and rough/uneven terrain. Factors relating to the accident were: the excessive loading of the airplane for the existing conditions, the short runway, the high density altitude, and the pilot's delay in jettisoning the load.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 8, 1996 · about 10:45 pm local time
- Place
- Idalou, Texas · Everitt · 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
- N4533H · registry record · serial 502-0105
- Damage
- Substantial damage
- Flight
- Aerial application (crop spraying) flight · agricultural flying rules (Part 137)
The NTSB's narrative final · quoted from the NTSB record
According to an FAA inspector, the pilot was attempting to depart his 2,300 foot long dirt airstrip with a 3,040 pound payload of cotton defoliant for a local aerial application flight. He stated that the airplane failed to become airborne and overran the departure end of the airstrip. He added that the airplane managed to break ground, but its wheels dragged on cotton plants and eventually decelerated the airplane to the point where the flight could not be maintained. Subsequently, the airplane encountered furrows perpendicular to its takeoff path and was damaged. The pilot stated that 'the gross weight of the airplane exceeded the ability of the airplane to become airborne within the length of the runway.' The pilot added that 'attempts to jettison the load near the end of the strip were not in sufficient time to prevent running off the end of the runway.' Based on figures provided by the operator, the density altitude was calculated to be 9,500 feet. The approved airplane flight manual did not provide performance data on the required takeoff roll for this flight.
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: 4,229 hours in all; 2,188 in this make and model; 316 in the last 90 days; 207 in the last 30 days; 4,167 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: ctr
The aircraft
- Airframe total time: 2,580 hours
- Last inspection: annual inspection, January 19, 1996; 390 hours since
- Maximum gross weight: 8,000 lb
- Seats: 1
- Landing gear: fixed
- Engine: P&W PT6A-15AG (turboprop); 0 hours total
The flight
- Flight plan: none
- Runway 27, 2,300 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 180° at 8 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 84°F (29°C), dew point 39°F (4°C)
- Altimeter: 30.00 inHg
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 N4533H 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.