Aero Commander S2R accident near Huron, California, July 21, 1995
On July 21, 1995 at about 12:00 pm local time, a Aero Commander S2R, registered N5609X, was substantially damaged in an accident near Huron, California. 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
FAILURE OF THE PILOT TO MAINTAIN SUFFICIENT ALTITUDE ABOVE THE GROUND AFTER DIVERTING HIS ATTENTION TO READ A MAP. FACTORS RELATING TO THE ACCIDENT WERE: DARKNESS, WHICH REDUCED THE PILOT'S VISUAL CUES CONCERNING OUTSIDE REFERENCES WHILE READING THE MAP; AND THE PILOT'S USE OF A DRUG.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 21, 1995 · about 12:00 pm local time
- Place
- Huron, California · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Aero Commander S2R · all S2Rs on the register
- Registration
- N5609X · no longer on the register · serial 1809R
- 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 WAS CONDUCTING A NIGHT AERIAL APPLICATION FLIGHT, AND HAD JUST TAKEN OFF TO START ON A NEW FIELD (AT ABOUT 0500 PDT). HE REPORTED THAT THE GROUND FLAGGERS WERE NOT IN THE PROPER POSITION WHEN HE MADE THE INITIAL PASS. THE PILOT SAID HE PULLED UP AND REACHED DOWN TO GET HIS MAP TO VERIFY THE FLAGGERS' PROPER POSITION, AND TURNED ON THE INTERIOR LIGHTING TO READ THE MAP. AFTER READING THE MAP, HE REACHED FOR THE INTERIOR LIGHTING SWITCH. AT ABOUT THAT TIME, THE AIRPLANE STRUCK THE GROUND. TOXICOLOGY TESTS OF THE PILOT'S URINE INDICATED AN UNQUANTIFIED LEVEL OF VALIUM AND A PAIN MEDICATION (OPIATE POSITIVE). THE PILOT STATED THAT HE TOOK A PAIN PILL BEFORE GOING TO THE HOSPITAL (EMERGENCY ROOM), AND THAT HE HAD TAKEN 1/2 OF A 5 MILLIGRAM (MG) VALIUM TABLET AT ABOUT NOON ON THE PREVIOUS DAY SO HE COULD GET SOME SLEEP BEFORE REPORTING FOR WORK AT 2100 HOURS. VALIUM IS AN ANTIANXIETY AGENT AND MUSCLE RELAXANT, NOT APPROVED FOR USE WHILE FLYING. PHARMACY RECORDS SHOWED THAT ON 5/26/95, THE PILOT HAD PRESCRIPTIONS FILLED FOR 90 VALIUM TABLETS AND 90 TYLENOL/CODEINE TABLETS.
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; instrument: airplane
- Flight time: 22,000 hours in all; 10,000 in this make and model; 60 in the last 90 days; 25 in the last 30 days; 21,900 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: ctr
The aircraft
- Airframe total time: 5,500 hours
- Last inspection: 100-hour inspection
- Maximum gross weight: 6,000 lb
- Seats: 1
- Landing gear: fixed
- Engine: P&W R-1340 (piston); 0 hours total
The flight
- Flight plan: none
- Runway 0
Weather at the time
- Light: night, dark
- Visibility: 15 statute miles
- Sky: clear
- Temperature: 64°F (18°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| 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.