Air Tractor INC AT-602 accident near Willcox, Arizona, August 8, 2011
On August 8, 2011 at about 12:30 pm local time, a Air Tractor INC AT-602, registered N5123L, was substantially damaged in an accident during maneuvering near Willcox, Arizona. 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
The pilot's failure to maintain clearance from a tower while maneuvering at low altitude. Contributing to the accident was the recent installation of the unmarked tower.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 8, 2011 · about 12:30 pm local time
- Place
- Willcox, Arizona · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Air Tractor INC AT-602 · all AT-602s on the register
- Registration
- N5123L · no longer on the register · serial 6020407
- Damage
- Substantial damage
- Flight
- Aerial application (crop spraying) flight · agricultural flying rules (Part 137)
The NTSB's narrative final · quoted from the NTSB record
During an aerial application flight, the pilot was performing a calibration pass on the target field at an altitude of about 60 feet above ground level when the airplane struck an unmarked 80-foot-tall tower. The airplane's engine lost power, and during the forced landing, the airplane struck a fence, which damaged the left wing. According to the pilot, the tower had recently been installed without his knowledge.
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
What happened, in order
- Controlled flight into terrain or object (CFIT) during maneuvering defining event
- Off-field or emergency landing during landing
The NTSB's findings
- cause Personnel issues › Psychological › Attention/monitoring › Monitoring environment › Pilot
- cause Environmental issues › Physical environment › Object/animal/substance › Tower/antenna (incl guy wires) › Response/compensation
- factor Environmental issues › Physical environment › Object/animal/substance › Tower/antenna (incl guy wires) › Availability of related info
Pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land
- Flight time: 16,000 hours in all; 600 in this make and model; 300 in the last 90 days; 150 in the last 30 days; 16,000 as pilot in command
- Last flight review: May 25, 2010
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: sngl
- Injury: minor injuries
The aircraft
- Airframe total time: 5,296 hours
- Last inspection: annual inspection, January 7, 2011
- Seats: 2
- Landing gear: fixed
- Engine: P&W Canada PT6A-66 SER (turboprop); 0 hours total
- Operator: M & J Bailey INC
The flight
- Departed from: Priv Kansas Settleme AZ at 12:00 pm
- Destination: Priv Kansas Settleme AZ
- Flight plan: none
Weather at the time
- Light: dawn
- Wind: from 320° at 14 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 81°F (27°C), dew point 61°F (16°C)
- Altimeter: 29.93 inHg
- Observation at 11:51 am from SAD, 38 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight 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.