Thrush S2R accident near Hawkinsville, Georgia, May 5, 2022
On May 5, 2022 at about 1:30 pm local time, a 2017 Thrush S2R, registered N6216M, was substantially damaged in an accident during initial climb near Hawkinsville, Georgia. 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).
The NTSB's probable cause their words, unchanged
A failure of the electric main fuel pump due to the carbon brushes having completely worn away.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 5, 2022 · about 1:30 pm local time
- Place
- Hawkinsville, Georgia · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Thrush S2R H80, built 2017
- Registration
- N6216M · no longer on the register · serial H80-200
- 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 during the takeoff roll for the aerial application flight, the airplane used more runway than normal, and that after takeoff it “didn’t seem to produce power as usual.” He began a right turn and noticed “the power and airspeed [were] slowing.” He checked the gauges and noticed that that the fuel pressure was fluctuating, and then turned on the emergency fuel pump. He then jettisoned the chemical load, and the airplane continued to descend until it impacted trees. A postaccident examination of the airplane found that the electric main fuel pump did not operate. Disassembly of the pump’s electric motor revealed that the carbon brushes had completely worn away, with no brush material remaining in either of the two brush holders. Examination of the engine revealed no anomalies that would have precluded normal operation. Given that the pilot reported a longer than usual takeoff roll and a reduction in engine power throughout the flight, the pump may not have been operating properly or at all before takeoff. The reduction in power may have been due to the engine operating on only its internal fuel pump. The pilot did not report that the condition improved after he activated the emergency fuel pump. Whether or not the emergency pump had no effect or there was insufficient time to recover before the airplane struck trees could not be determined.
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 (partial) during initial climb defining event
The NTSB's findings
- Aircraft › Aircraft systems › Fuel system › Fuel pumps › Fatigue/wear/corrosion
Pilot
- Certificate: commercial pilot, flight engineer
- Ratings: multi-engine sea; single-engine land; instructor: airplane single-engine; instrument: airplane
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: sngl
- Injury: no injuries
The aircraft
- Airframe total time: 2,340 hours
- Last inspection: annual inspection, April 7, 2022
- Maximum gross weight: 10,500 lb
- Seats: 1
- Landing gear: fixed
- Engine: General Electric H80-100 (turboprop); 0 hours total
Weather at the time
- Light: daylight
- Sky: clear
- Temperature: 77°F (25°C), dew point 66°F (19°C)
- Altimeter: 30.06 inHg
- Observation at 9:35 am from EZM, 16 miles away
Weather report (METAR): METAR KEZM 051335Z AUTO 00000KT 10SM CLR 25/19 A3006 RMK AO2=
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
9 documents, released by the NTSB on July 5, 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 | Memorandum for Record - NTSB Form 6120 | PDF, 1 page | View Download |
| 2 | Memorandum for Record - Pilot and Mechanic Statements | PDF, 2 pages | View Download |
| 3 | Memorandum for Record - Excerpts from Maintenace Logs | PDF, 5 pages | View Download |
| 4 | Excerpts from Airplane Maintenance Manual | PDF, 2 pages | View Download |
| 5 | Engine Start Checklist | PDF, 1 page | View Download |
| 6 | Investigative Photographs | PDF, 4 pages | View Download |
| 7 | Wreckage Examination Summary | PDF, 14 pages | View Download |
| 8 | Release of Aircraft Wreckage, NTSB Form 6120.15 | PDF, 1 page | View Download |
| 9 | Statement of Party Representatives to NTSB Investigation | PDF, 1 page | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
Other NTSB records under N6216M 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.