Air Tractor 502B and Air Tractor 502 accident near Belle Glade, Florida, April 8, 2003
On April 8, 2003 at about 11:45 am local time, 2 aircraft, Air Tractor 502B (N6037H) and Air Tractor 502 (N7318K), were involved in the same accident near Belle Glade, Florida (Belle Glade State Municipal airport). 1 person was killed; 1 other was unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The failure of both pilots to use on-board communication radios to advise takeoff and landing intentions, the reduction of visibility of the pilot-in-command of N6037H due to sun glare during takeoff, and the poor in-flight planning by the pilot-in-command of N7318K, for his intentional landing downwind.
The failure of both pilots to use on-board communication radios to advise takeoff and landing intentions, the reduction of visibility of the pilot-in-command of N6037H due to sun glare during takeoff, and the poor in-flight planning by the pilot-in-command of N7318K, for his intentional landing downwind.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 8, 2003 · about 11:45 am local time
- Place
- Belle Glade, Florida · Belle Glade State Municipal · map
- Type
- Accident · collision on the ground
- Injuries
- 1 person was killed; 1 other was unhurt.
- Weather
- visual conditions (good weather)
- Aircraft 1
- Air Tractor 502B
- Registration
- N6037H · registry record · serial 502B-0328
- Damage
- Destroyed
- Flight
- Aerial application (crop spraying) flight · agricultural flying rules (Part 137)
- Aircraft 2
- Air Tractor 502
- Registration
- N7318K · no longer on the register · serial 502-0008
- Damage
- Destroyed
- Flight
- Aerial application (crop spraying) flight · agricultural flying rules (Part 137)
The NTSB's narrative for the Air Tractor 502B final · quoted from the NTSB record
Two Air Tractor airplanes collided on runway 9/27. One Air Tractor, N6037H was taking off to the east; the second one, N7318K, was landing to the west. The pilot of the first Air Tractor reported that on the day of the accident, there were 8 agricultural airplanes operating from the airport. The weather was good with a light wind from the southeast. Slight early morning haze was present; there was no fog. The east/west oriented runway does not have a parallel taxiway but there is a taxiway that runs north/south which intersects the runway. While taxiing north on the taxiway towards the runway before takeoff, he looked for approaching traffic from the east and west; he did not see any. He taxied onto the runway towards the approach end of runway 9 for his third flight than day. He began his takeoff roll and only observed the other airplane 3-4 seconds before the collision. The two airplanes collided and and there was immediate fire. He exited the right side of his airplane and within seconds, could not get to the other airplane as it was engulfed in flames. He reported the airplanes exploded 2 more times as he left the area. He did not report using the business radio; he was not injured. The owner of Glades Ag Services, Inc., verbally reported that the pilot of the second Air Tractor had completed his second aerial application flight of the day and had landed on runway 27, the landing was closer to the approach end of runway 27. A witness who was holding short of the runway in his airplane reported looking to the west and observed a Glades Ag Services, Inc., airplane accelerate to takeoff. He then looked to the east and observed an airplane which had already landed, taxiing on the runway. He observed the collision and immediately heard an explosion. A METAR weather observation taken at the Palm Beach International Airport on the day of the accident at 0753 (8 minutes after the accident) reported the wind was from 130 degrees at 10 knots, the visibility was 10 statute miles, few clouds existed at 2,400 feet, scattered clouds existed at 12,000 feet, a broken ceiling existed at 25,000 feet, the temperature and dew point were 25 and 21 degrees Celsius, respectively, and the altimeter setting was 30.09 inHg. Sun and Moon calculations indicate that the beginning of civil twilight occurred at 0643, and sunrise occurred at 0706. Neither airplane was equipped with very high frequency (VHF) radio, but each was equipped with a "business radio" that typically were set to a specific frequency. The owner of Glades Ag Services, Inc., reported that the pilots don't typically use them for takeoff or landing; it is used to relay information about a field. There was no record that either pilot used the business radio to transmit takeoff or landing intentions. The Belle Glade State Municipal Airport has one runway designated 09/27, which is 3,750 feet in length by 50 feet wide; there is no parallel taxiway at the airport.
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 NTSB's narrative for the Air Tractor 502 final · quoted from the NTSB record
Two Air Tractor airplanes collided on runway 9/27. One Air Tractor, N6037H was taking off to the east; the second one, N7318K, was landing to the west. The pilot of the first Air Tractor reported that on the day of the accident, there were 8 agricultural airplanes operating from the airport. The weather was good with a light wind from the southeast. Slight early morning haze was present; there was no fog. The east/west oriented runway does not have a parallel taxiway but there is a taxiway that runs north/south which intersects the runway. While taxiing north on the taxiway towards the runway before takeoff, he looked for approaching traffic from the east and west; he did not see any. He taxied onto the runway towards the approach end of runway 9 for his third flight than day. He began his takeoff roll and only observed the other airplane 3-4 seconds before the collision. The two airplanes collided and and there was immediate fire. He exited the right side of his airplane and within seconds, could not get to the other airplane as it was engulfed in flames. He reported the airplanes exploded 2 more times as he left the area. He did not report using the business radio; he was not injured. The owner of Glades Ag Services, Inc., verbally reported that the pilot of the second Air Tractor had completed his second aerial application flight of the day and had landed on runway 27, the landing was closer to the approach end of runway 27. A witness who was holding short of the runway in his airplane reported looking to the west and observed a Glades Ag Services, Inc., airplane accelerate to takeoff. He then looked to the east and observed an airplane which had already landed, taxiing on the runway. He observed the collision and immediately heard an explosion. A METAR weather observation taken at the Palm Beach International Airport on the day of the accident at 0753 (8 minutes after the accident) reported the wind was from 130 degrees at 10 knots, the visibility was 10 statute miles, few clouds existed at 2,400 feet, scattered clouds existed at 12,000 feet, a broken ceiling existed at 25,000 feet, the temperature and dew point were 25 and 21 degrees Celsius, respectively, and the altimeter setting was 30.09 inHg. Sun and Moon calculations indicate that the beginning of civil twilight occurred at 0643, and sunrise occurred at 0706. Neither airplane was equipped with very high frequency (VHF) radio, but each was equipped with a "business radio" that typically were set to a specific frequency. The owner of Glades Ag Services, Inc., reported that the pilots don't typically use them for takeoff or landing; it is used to relay information about a field. There was no record that either pilot used the business radio to transmit takeoff or landing intentions. The Belle Glade State Municipal Airport has one runway designated 09/27, which is 3,750 feet in length by 50 feet wide; there is no parallel taxiway at the airport.
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 for the Air Tractor 502B from the NTSB's investigation tables, in plain English
Pilot
- Certificate: commercial pilot
- Ratings: single-engine land
- Flight time: 14,338 hours in all
- Last flight review: March 2, 2002
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: ctr
- Injury: no injuries
The aircraft
- Airframe total time: 3,556 hours
- Last inspection: annual inspection, January 24, 2003; 123 hours since
- Maximum gross weight: 8,000 lb
- Seats: 1
- Landing gear: fixed
- Engine: Pratt & Whitney PT6A-34 (turboprop); 0 hours total
- Fire on the ground
The flight
- Departed from: X10 Belle Glade FL at 11:45 am
- Destination: X10 Belle Glade FL
- Flight plan: none
- Runway 9, 3,750 ft by 50 ft
Weather at the time
- Light: dawn
- Wind: from 130° at 10 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 25,000 ft; a few clouds at 2,400 ft
- Temperature: 77°F (25°C), dew point 70°F (21°C)
- Altimeter: 30.09 inHg
- Observation at 11:53 am from KPBI
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 |
The factual record for the Air Tractor 502 from the NTSB's investigation tables, in plain English
Pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 24,181 hours in all
- Last flight review: February 14, 2002
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: ctr
- Injury: fatal
The aircraft
- Airframe total time: 6,359.1 hours
- Last inspection: 100-hour inspection, August 23, 2002; 78 hours since
- Maximum gross weight: 6,500 lb
- Seats: 1
- Landing gear: fixed
- Engine: Pratt & Whitney PT6A-34 (turboprop); 0 hours total
- Fire on the ground
- Operator: Glades Ag Services, Inc.
The flight
- Departed from: X10 Belle Glade FL at 11:00 am
- Destination: X10 Belle Glade FL
- Flight plan: none
- Runway 27, 3,750 ft by 50 ft
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.