Thrush Aircraft INC S2R-H80 accident near Gypsum, Kansas, May 5, 2017
On May 5, 2017 at about 7:50 pm local time, a 2013 Thrush Aircraft INC S2R-H80, registered N3045R, was substantially damaged in an accident during maneuvering (low-alt flying) near Gypsum, Kansas. It was an aerial application (crop spraying) flight under agricultural flying rules (Part 137). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
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The NTSB's probable cause their words, unchanged
A total loss of engine power during a low-altitude agricultural application flight for reasons that could not be determined during detailed examinations. Contributing to the accident was the pilot’s failure to follow the airplane manufacturer's emergency procedures to recover engine power, which resulted in a forced landing.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 5, 2017 · about 7:50 pm local time
- Place
- Gypsum, Kansas · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Thrush Aircraft INC S2R-H80, built 2013 · all S2R-H80s on the register
- Registration
- N3045R · registry record · serial H80-140
- 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 commercial pilot stated that, after completing a portion of a low-level agricultural application flight, the engine power decreased "significantly." The pilot pushed the power lever full forward, but the engine did not respond. He made several more passes to get more weight off the airplane to see if the engine would regain power; however, engine power did not increase, so the pilot flew the airplane back toward the departure airport. The pilot tried to climb the airplane but there was insufficient power to do so, and he then saw smoke coming out both exhausts. The engine then lost all power. Subsequently, the pilot conducted a forced landing in a field, and the airplane slid through a fence and then stopped, which resulted in substantial damage to the fuselage. A review of data downloaded from the engine monitor revealed engine operation consistent with a fuel interruption and a subsequent loss of engine power. During postaccident examination, the main electric fuel boost pump was found operational. However, it did not meet standard acceptance test criteria. The engine was not test run; however, component level testing of the fuel control unit, the emergency electric fuel pump, and the starting and limiting unit revealed no anomalies that would have prevented normal operation. Thus, the reason for the interruption in fuel flow and the subsequent loss of engine power could not be determined. However, the airplane manufacturer has subsequently developed a redesign and has issued a service bulletin to address the fuel system, including electric fuel pumps and plumbing. The Airplane Flight Manual (AFM) contained a Failure of Automatic Fuel Scheduling checklist, and the first step of this checklist was to engage the emergency governor. The pilot reported that he did not follow these procedures when the engine power decreased. Further, the AFM contained an Engine Failure In-Flight checklist, and the first step of the checklist was to dump the hopper. The pilot reported that he did not dump the hopper when the engine lost power. The pilot's failure to subsequently follow the emergency procedures to recover engine power likely necessitated the forced landing.
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 engine power (total) during maneuvering (low-alt flying) defining event
- Attempted remediation/recovery during maneuvering (low-alt flying)
- Off-field or emergency landing during emergency descent
- Collision with terrain or object (not controlled flight into terrain) during landing
The NTSB's findings
- cause Not determined › Not determined › (general) › (general) › Unknown/Not determined
- cause Personnel issues › Task performance › Use of equip/info › Use of policy/procedure › Pilot
- Environmental issues › Physical environment › Object/animal/substance › Fence/fence post › Contributed to outcome
- Organizational issues › Support/oversight/monitoring › Training › Initial training › Equipment supplier
- Personnel issues › Experience/knowledge › Training › (general) › Pilot
Pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land
- Flight time: 5,215 hours in all; 1,737.5 in this make and model; 108 in the last 90 days; 108 in the last 30 days; 5,173.8 as pilot in command
- Last flight review: January 7, 2017
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: sngl
- Injury: no injuries
The aircraft
- Airframe total time: 1,737.6 hours
- Last inspection: annual inspection, February 20, 2017
- Maximum gross weight: 10,500 lb
- Seats: 1
- Landing gear: fixed
- Engine: Ge H80-100 (turboprop); 1,738 hours total
- Operator: Central Ag Air LLC
The flight
- Departed from: 43K Marion KS at 6:50 pm
- Destination: 43K Marion KS
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 320° at 4 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 75°F (24°C), dew point 43°F (6°C)
- Altimeter: 30.02 inHg
- Observation at 7:53 pm from KSLN, 15 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.
About this page
Everything above comes from the NTSB's public accident database: the narrative, probable cause and findings are the NTSB's own words, and the coded tables behind its report (pilot, aircraft, flight, weather, injuries, sequence of events) are written out in plain English. Pilots' ages, home towns and medical details are left out on purpose. The documents and photographs are the NTSB's docket, the folder of records gathered during the investigation, shown as the NTSB released them (the NTSB redacts some personal details first) and listed under the NTSB's own titles. This site's own text never names pilots, passengers or anyone else involved. A preliminary report describes what is known soon after the event and can change; the final report, with the probable cause, usually follows one to two years later and this page is refreshed when it does. Case number CEN17LA176.