Air Tractor AT-301 accident near Idaho Falls, Idaho, May 19, 1998
On May 19, 1998 at about 12:30 pm local time, a Air Tractor AT-301, registered N4326S, was substantially damaged in an accident near Idaho Falls, Idaho (Private Agricultural airport). It was an other work-use flight under general aviation rules (Part 91). 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 inadequate inflight decision to land with a tailwind and his failure to maintain aircraft control. Also contributing was the pilot's improper setting of the fuel mixture which resulted in a partial loss of engine power.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 19, 1998 · about 12:30 pm local time
- Place
- Idaho Falls, Idaho · Private Agricultural · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Air Tractor AT-301
- Registration
- N4326S · registry record · serial 301-0006
- Damage
- Substantial damage
- Flight
- Other work-use flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
As the pilot approached the agricultural application airstrip, he decided that he would land downwind so that he would end his landing roll near the equipment that would be used to load the aircraft. After the aircraft touched down, the pilot became uncomfortable with the downwind landing, and elected to make a go-around. He applied power two separate times during the attempted go-around, but both times the engine coughed and sputtered and would not accelerate. The pilot therefore decided to abort the go-around, and attempted to stop the aircraft in the remaining runway. According to the pilot, as the aircraft was slowing, the tailwind picked up the aft end of the aircraft and caused it to nose over. In a post- accident telephone interview, the pilot said that he had failed to readjust the engine fuel mixture from its more-lean cruise setting prior to landing. He further stated that the engine had been working fine, and that he felt sure that if he had adjusted the mixture prior to landing that the engine would have accelerated when he added power for the go-around.
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: airline transport pilot, flight instructor
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 6,200 hours in all; 6 in this make and model; 12 in the last 90 days; 3,266 as pilot in command
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: frt
The aircraft
- Airframe total time: 8,031 hours
- Last inspection: annual inspection, May 6, 1998; 1 hours since
- Maximum gross weight: 5,000 lb
- Seats: 1
- Landing gear: fixed
- Engine: P&W 1340-AN1 (piston); 0 hours total
The flight
- Departed from: U56 Rigby ID at 12:15 pm
- Flight plan: none
- Runway 0
Weather at the time
- Light: dawn
- Wind: from 360° at 12 knots
- Visibility: 20 statute miles
- Sky: clear
- Temperature: 50°F (10°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.
Other NTSB records under N4326S 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.