Air Tractor AT-502A accident near Chesterville, Texas, June 13, 1997
On June 13, 1997 at about 6:00 pm local time, a Air Tractor AT-502A, registered N248LF, was substantially damaged in an accident near Chesterville, Texas (Private Airstrip 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
an undetermined malfunction/failure of the propeller reversing system.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 13, 1997 · about 6:00 pm local time
- Place
- Chesterville, Texas · Private Airstrip · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Air Tractor AT-502A
- Registration
- N248LF · registry record
- Damage
- Substantial damage
- Flight
- Aerial application (crop spraying) flight · agricultural flying rules (Part 137)
The NTSB's narrative final · quoted from the NTSB record
After landing about 200 feet beyond the approach end of the 2,600 foot runway, the pilot attempted to apply reverse power, 'but did not receive any reversing action.' After attempting full reverse, 'the prop sounded like it was going to flat pitch.' In an attempt to 'go around,' the pilot pushed the power lever to full forward, but did not get any response. Another attempt was made to apply reverse with no response. Approaching the departure end of the runway, the pilot applied left brake and intentionally ground looped the airplane to avoid hitting parked trucks adjacent to the end of the runway. Subsequently, the right main landing gear sheared and the airplane skidded into a ditch. External examination of the engine, engine accessory gearbox, and propeller assemblies did not reveal any obvious preimpact anomalies. No oil leaks were found in the propeller piston or the propeller governor assembly. All cockpit power control quadrant linkages were intact, and the reverse detent on the thrust lever operated normally when cycled. Teardown examination of the propeller assembly did not reveal any defects. The propeller governor did not show any abnormality during functional bench tests.
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: multi-engine land; single-engine land; single-engine sea; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 22,940 hours in all; 3,000 in this make and model; 300 in the last 90 days; 22,740 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: ctr
The aircraft
- Last inspection: 100-hour inspection, April 1, 1997; 239 hours since
- Maximum gross weight: 8,200 lb
- Seats: 1
- Landing gear: fixed
- Engine: P&W PT6A-45A (turboprop); 0 hours total
The flight
- Departed from: NONE at 5:00 pm
- Flight plan: none
- Runway 27, 2,600 ft by 75 ft
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 90°F (32°C), dew point 0°F (-18°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 N248LF 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.