Aero Commander S2R accident near White, South Dakota, June 13, 2024
On June 13, 2024 at about 8:55 pm local time, a 1968 Aero Commander S2R, registered N1746S, was substantially damaged in an accident during maneuvering (low-alt flying) near White, South Dakota. 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
A low-level collision and engine ingestion with ducks, which resulted in a total loss of engine power, a forced landing, and a subsequent nose over.
Source: NTSB aviation accident database, copy made November 2, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 13, 2024 · about 8:55 pm local time · cases in 2024
- Place
- White, South Dakota · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Aero Commander S2R NO SERIES, built 1968 · all S2Rs on the register
- Registration
- N1746S · registry record · serial 1446R
- 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 reported that he was performing a low-level aerial application flight, applying liquid chemical to a rural pasture. As the airplane was climbing out of the pasture, a flock of ducks flew in front of the airplane at about 30 ft agl. Several seconds later, the turboprop engine quit producing thrust. The pilot checked the engine gauges to verify the total loss of engine power, he moved the power lever forward, and he performed a forced landing from about 80 ft agl to a grass field straight ahead. An emergency hopper dump was not performed prior to landing. During the landing, the airplane’s main landing gear sunk into the wet ground. The airplane nosed over and came to rest inverted. The pilot egressed from a broken window on the left-side of the cockpit, as the right-side cockpit door was jammed from the mud. The airplane sustained substantial damage to the engine mount, fuselage, empennage, and the right wing. Prior to the collision and engine ingestion with ducks, the operator reported there were no preimpact mechanical malfunctions or failures with the airframe or the engine that would have precluded normal operation. Postaccident examination confirmed the duck remains were from a Mallard (Anas platyrhynchos), which is classified as a large dabbling duck. Deoxyribonucleic acid (DNA) gender-typing confirmed that both male and female Mallard remains were found in the wreckage.
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
- Birdstrike during maneuvering (low-alt flying) defining event
- Loss of engine power (total) during maneuvering (low-alt flying)
- Off-field or emergency landing during landing
- Evacuation during post (impact)
- Attempted remediation/recovery during maneuvering (low-alt flying)
- Nose over/nose down during landing
The NTSB's findings
- Environmental issues › Physical environment › Object/animal/substance › Animal(s)/bird(s) › Effect on equipment
- Aircraft › Aircraft power plant › Engine (turbine/turboprop) › (general) › Failure other cases naming the engine
- Aircraft › Aircraft power plant › Engine (turbine/turboprop) › (general) › Damaged/degraded other cases naming the engine
- Environmental issues › Physical environment › Object/animal/substance › Animal(s)/bird(s) › Contributed to outcome
- Personnel issues › Task performance › Use of equip/info › Aircraft control › Pilot
Pilot
- Certificate: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 5,496.3 hours in all; 1,757.1 in this make and model; 60 in the last 90 days; 60 in the last 30 days; 5,239.5 as pilot in command; 6.3 on instruments
- Last flight review: May 22, 2024
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: sngl
- Injury: minor injuries
The aircraft
- Airframe total time: 11,798 hours
- Last inspection: annual inspection, May 1, 2024; 59 hours since
- Maximum gross weight: 6,000 lb
- Seats: 1
- Landing gear: fixed
- Engine: Honeywell TPE331-6 (turboprop); 11,764 hours total
- Operator: Wilde Air Service LLC
The flight
- Departed from: BKX Brookings SD at 6:50 pm
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 320° at 10 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 81°F (27°C), dew point 48°F (9°C)
- Altimeter: 29.98 inHg
- Observation at 3:56 pm from KBKX, 13 miles away
Weather report (METAR): KBKX 132056Z AUTO 32010KT 10SM CLR 27/09 A2998 RMK AO2 SLP153 T02670089 51012
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 |
Photographs from the investigation 7 pictures from the NTSB's docket, as the NTSB released them
Photograph 1 – Aerial view of the front of the airplane at the accident site
Photograph 2 – Aerial view of the left side of the airplane at the accident site
Photograph 3 – Aerial view of the right side of the airplane at the accident site
Photograph 4 – Aerial view of the rear of the airplane at the accident site
Photograph 5 – View of the rear left side of the airplane after it was recovered from the accident site
Photograph 6 – View of the rear right side of the airplane after it was recovered from the accident site
Photograph 7 – View of a feather recovered from the airplaneThe NTSB's photographs with the NTSB's captions, at screen size. Open a picture to see it full size or to report one that should not be shown.
Documents from the investigation the NTSB's docket: the evidence folder behind the report
7 documents, released by the NTSB on August 22, 2024. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
| # | Document | What it is | |
|---|---|---|---|
| 1 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 | PDF, 9 pages | View Download |
| 2 | Accident Photographs | PDF, 8 pages · our copy | View Download |
| 3 | FAA Bird Strike Report Form 5200-7 | PDF, 1 page | View Download |
| 4 | Smithsonian Institution Feather Identification Laboratory - Report | PDF, 1 page | View Download |
| 5 | Additional Accident Information | PDF, 3 pages | View Download |
| 6 | South Dakota Hunting and Trapping Handbook Excerpt - Mallard | PDF, 1 page | View Download |
| 7 | Aero Commander S2R AFM Excerpts - Emergency Procedures | PDF, 2 pages | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
Connections how this case links to the rest of the register
- N1746S on the register today · the tail number may have moved to another aircraft since
- Aero Commander S2 60 registered today · the model family and its accident history
- Aero Commander 709 aircraft on the register
- Engine: Honeywell TPE331-6 3 aircraft carry this series today · as the NTSB recorded it
- Brookings Regional · departed from
- Accidents and incidents in South Dakota 469 since 1982 · 69 in the last ten years
- South Dakota 2,278 aircraft registered
The whole map of how records connect · these connections as data: /graph/accident/CEN24LA229.json.
The bigger picture in Aviation Analytics: accidents over time since 1982, by model, by phase of flight and conditions, by place and on the map.
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 does not name anyone involved, its policy at this time. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.