Aero Commander S2R accident near Fairmont, Oklahoma, March 2, 2017
On March 2, 2017 at about 8:50 pm local time, a 1968 Aero Commander S2R, registered N1755S, was substantially damaged in an accident during maneuvering (low-alt flying) near Fairmont, Oklahoma. 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 maintain clearance from a power line while conducting agricultural spray operations.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 2, 2017 · about 8:50 pm local time
- Place
- Fairmont, Oklahoma · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Aero Commander S2R UNDESIGNAT, built 1968 · all S2Rs on the register
- Registration
- N1755S · no longer on the register · serial 1455R
- 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 stated that he was conducting spray operations to a pasture with power lines on its north border. As the pilot approached the pasture from the north on his fourth pass, he intended to descend after flying past the second of two cables. The pilot initiated a descent, but the airplane struck the second cable. The airplane subsequently impacted the ground and a postimpact fire ensued. Following the accident, the pilot stated that he misidentified the first cable as the second cable.
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
- Low altitude operation/event during maneuvering (low-alt flying) defining event
- Collision with terrain or object (not controlled flight into terrain) during maneuvering (low-alt flying)
The NTSB's findings
- cause Personnel issues › Psychological › Attention/monitoring › Monitoring environment › Pilot
- cause Environmental issues › Physical environment › Object/animal/substance › Wire › Effect on operation
Pilot
- Certificate: commercial pilot
- Ratings: single-engine land
- Flight time: 17,036 hours in all; 9,406 in this make and model; 30 in the last 90 days; 5 in the last 30 days; 16,949 as pilot in command; 0 on instruments
- Last flight review: April 15, 2016
- Medical certificate: Class 2 (waiver time limited special)
- Seat: sngl
- Injury: serious injuries
The aircraft
- Airframe total time: 8,123 hours
- Last inspection: annual inspection, February 2, 2017
- Maximum gross weight: 6,000 lb
- Seats: 1
- Landing gear: fixed
- Engine: Pratt And Whitney R1340-53H1-G (piston); 9,204 hours total
- Fire on the ground
- Operator: Carson Flying Service INC
The flight
- Departed from: PRI Breckenridge OK at 8:40 pm
- Destination: PRI Breckenridge OK
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 220° at 5 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 64°F (18°C), dew point 18°F (-8°C)
- Altimeter: 30.40 inHg
- Observation at 8:53 pm from KWDG, 4 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.