Piper PA-36-300 accident near Highmore, South Dakota, June 17, 2011
On June 17, 2011 at about 5:00 pm local time, a Piper PA-36-300, registered N57885, was substantially damaged in an accident during maneuvering (low-alt flying) near Highmore, South Dakota. It was an aerial application (crop spraying) flight under agricultural flying rules (Part 137). 1 person was killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot did not maintain control of the airplane while maneuvering at low altitude.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 17, 2011 · about 5:00 pm local time
- Place
- Highmore, South Dakota · map
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-36-300 · all PA-36-300s on the register
- Registration
- N57885 · no longer on the register · serial 36-7760046
- 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 departed for the flight to spray a field located about 4 miles north of the airport. When the pilot did not return within the expected time frame, the operator sent airplanes out to look for him. The wreckage was located in an open field about 1/4 mile from the field that was being sprayed. No witnesses to the accident were identified; however, one person reported seeing the airplane spraying in the area. Impact damage indicated that the airplane struck the terrain in a steep nose-down, left-wing-low attitude, consistent with a loss of control event. Postaccident examination of the airplane revealed no evidence of any failures or malfunctions with either the airframe or engine that would have precluded normal operation.
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
- Loss of control in flight during maneuvering (low-alt flying) defining event
- Collision with terrain or object (not controlled flight into terrain) during uncontrolled descent
The NTSB's findings
- cause Personnel issues › Task performance › Use of equip/info › Aircraft control › Pilot
Pilot
- Certificate: commercial pilot
- Ratings: single-engine land; instrument: airplane
- Flight time: 916 hours in all; 71 in this make and model; 787 as pilot in command
- Last flight review: March 8, 2010
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: ctr
- Injury: fatal
The aircraft
- Airframe total time: 2,848 hours
- Last inspection: annual inspection, June 1, 2011
- Maximum gross weight: 4,400 lb
- Seats: 1
- Landing gear: fixed
- Engine: Lycoming IO-540 SER (piston); 0 hours total
The flight
- Departed from: Highmore SD at 4:30 pm
- Destination: Highmore SD
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 250° at 14 knots, gusting 23
- Visibility: 10 statute miles
- Sky: a few clouds at 3,100 ft
- Temperature: 73°F (23°C), dew point 61°F (16°C)
- Altimeter: 29.64 inHg
- Observation at 4:53 pm from PIR, 50 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.