Aero Commander S2R accident near Pocahontas, Arkansas, September 23, 2010
On September 23, 2010 at about 2:45 pm local time, a Aero Commander S2R, registered N8820Q, was destroyed in an accident during takeoff near Pocahontas, Arkansas (Private Airstrip airport). It was an aerial application (crop spraying) flight under agricultural flying rules (Part 137). 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to abort the takeoff in a timely manner. Contributing to the accident was the weight of the airplane and the high ambient temperature.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 23, 2010 · about 2:45 pm local time
- Place
- Pocahontas, Arkansas · Private Airstrip · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Aero Commander S2R · all S2Rs on the register
- Registration
- N8820Q · no longer on the register · serial 1520R
- Damage
- Destroyed
- Flight
- Aerial application (crop spraying) flight · agricultural flying rules (Part 137)
The NTSB's narrative final · quoted from the NTSB record
According to the pilot, the airplane was fully loaded with chemicals for the aerial application flight, and the ambient temperature was high. As the airplane reached the end of the runway during the takeoff roll and lifted off, it struck an embankment, impacted a field, and caught fire.
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
- Collision during takeoff/land during takeoff defining event
The NTSB's findings
- cause Personnel issues › Action/decision › Info processing/decision › Identification/recognition › Pilot
- factor Aircraft › Aircraft oper/perf/capability › Aircraft capability › Maximum weight › Capability exceeded
- factor Environmental issues › Conditions/weather/phenomena › Temp/humidity/pressure › High temperature › Effect on equipment
- factor Environmental issues › Conditions/weather/phenomena › Temp/humidity/pressure › High density altitude › Effect on equipment
Pilot
- Certificate: commercial pilot
- Ratings: single-engine land
- Flight time: 3,640 hours in all; 455 in this make and model; 74 in the last 90 days
- Last flight review: July 20, 2009
- Seat: ctr
- Injury: serious injuries
The aircraft
- Maximum gross weight: 6,000 lb
- Seats: 1
- Landing gear: fixed
- Engine: Pratt & Whitney R-1340-AN1 (piston); 0 hours total
- Fire on the ground
- Operator: Kirk Aviation, Inc.
The flight
- Departed from: NONE Pocahontas AR at 2:45 pm
- Destination: NONE Pocahontas AR
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 190° at 14 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 81°F (27°C), dew point 68°F (20°C)
- Altimeter: 30.11 inHg
- Observation at 2:55 pm from ARG
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.
Other NTSB records under N8820Q 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.