Air Tractor 400 accident near Sylvester, Georgia, October 21, 1996
On October 21, 1996 at about 3:30 pm local time, a Air Tractor 400, registered N73080, was substantially damaged in an accident near Sylvester, Georgia. It was an aerial application (crop spraying) flight under agricultural flying rules (Part 137). 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
Was the pilots intentional disregard for operating the engine contrary to the flight manuals for intentionally exceeding the maximum engine temperature, resulting in creep failure of one of the compressor turbine blades.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 21, 1996 · about 3:30 pm local time
- Place
- Sylvester, Georgia · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Air Tractor 400
- Registration
- N73080 · registry record · serial 400-0639
- Damage
- Substantial damage
- Flight
- Aerial application (crop spraying) flight · agricultural flying rules (Part 137)
The NTSB's narrative final · quoted from the NTSB record
The pilot intentionally operated the engine exceeding the maximum temperature limits during aerial application flights which he was advised against by several different individuals. The pilot stated that during an aerial application flight he first heard a loud sound with a subsequent loss of engine power. He initiated a forced landing in a field and after touchdown with the brakes heavily applied to avoid obstructions ahead, the airplane nosed over. Examination of the engine revealed that 7 of the 58 compressor turbine blades were failed near the midspan or platform. Oxidation was detected at one of the 7 blades and creep and necking was detected at the trailing edge of another of the blades. Additionally, severe burn erosion was noted to the trailing edges of the compressor turbine guide vanes. According to the ASM Metals Handbook, creep is a time dependent strain occurring under stress. Additionally, at elevated temperature, the service life of a metal component subjected to either non-vibratory or vibratory loading is predictably limited.
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: 1,890 hours in all
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: ctr
The aircraft
- Airframe total time: 4,461 hours
- Last inspection: 100-hour inspection, September 26, 1996; 46 hours since
- Maximum gross weight: 5,000 lb
- Seats: 1
- Landing gear: fixed
- Engine: P&W PT6A-20 (turboprop); 0 hours total
- Operator: Patterson Air Farming
The flight
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 300° at 4 knots
- Visibility: 12 statute miles
- Sky: clear
- Temperature: 72°F (22°C), dew point 46°F (8°C)
- Altimeter: 30.00 inHg
- Observation at 3:46 pm from ABY, 23 miles away
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 N73080 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.