Aero Commander S2R accident near Cushing, Oklahoma, April 4, 1998
On April 4, 1998 at about 5:20 pm local time, a Aero Commander S2R, registered N8984Q, was substantially damaged in an accident near Cushing, Oklahoma (Cushing Minicipal airport). It was an aerial application (crop spraying) flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
Preview. This page is not yet listed for search engines.
The NTSB's probable cause their words, unchanged
The total loss of engine power resulting from a sheared accessory drive due to an undetermined reason. A factor was the lack of suitable terrain for the forced landing.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 4, 1998 · about 5:20 pm local time
- Place
- Cushing, Oklahoma · Cushing Minicipal · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Aero Commander S2R · all S2Rs on the register
- Registration
- N8984Q · registry record · serial 1654-R
- Damage
- Substantial damage
- Flight
- Aerial application (crop spraying) flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During the initial takeoff/climb a loss of manifold pressure was noted by the pilot. The engine backfired as the pilot increased the throttle and mixture and lost power. During the forced landing, the pilot maneuvered the airplane to avoid power lines and homes. The main gear collapsed as the airplane touched down hard in an open field. Examination revealed that the mixture control arm at the carburetor was loose; however, the nut and cotter key were intact. The mixture control in the cockpit was full forward; however, the mixture control at the carburetor was set at less than 50 percent travel toward the rich stop on the carburetor. Engine continuity was confirmed to the accessory case; however, neither magneto rotated when the propeller rotated. A mechanic stated that this lack of magneto rotation indicates that the accessory shaft has sheared inside the rear case of the engine. The carburetor and engine were not disassembled, therefore, it was not determined whether the damage to the mixture control and the drive shaft were preexisting or impact related.
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
Pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land; single-engine sea; rotorcraft: helicopter
- Flight time: 19,200 hours in all; 1,600 in this make and model; 50 in the last 90 days; 40 in the last 30 days
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: ctr
The aircraft
- Airframe total time: 6,263 hours
- Last inspection: annual inspection, February 11, 1998; 2 hours since
- Maximum gross weight: 6,000 lb
- Seats: 1
- Landing gear: fixed
- Engine: Wright R-1820-76B (piston); 0 hours total
The flight
- Departed from: CUH at 5:20 pm
- Flight plan: none
- Runway 35, 5,201 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 040° at 7 knots
- Visibility: 10 statute miles
- Sky: overcast at 2,800 ft; not recorded
- Temperature: 50°F (10°C), dew point 39°F (4°C)
- Altimeter: 30.00 inHg
- Observation at 5:53 pm from SWO
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 |
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 docket at the NTSB holds the report as a PDF and the investigation's photographs and documents. This site 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 FTW98LA171.