Rockwell International S-2R accident near Colquitt, Georgia, July 5, 2008
On July 5, 2008 at about 3:30 pm local time, a Rockwell International S-2R, registered N8499V, was substantially damaged in an accident during initial climb near Colquitt, Georgia. 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
Loss of engine power due to the installation of incorrect turbine blades on the compressor turbine disk during repair of the disk assembly.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 5, 2008 · about 3:30 pm local time
- Place
- Colquitt, Georgia · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Rockwell International S-2R · all S-2Rs on the register
- Registration
- N8499V · no longer on the register · serial 2372R
- Damage
- Substantial damage
- Flight
- Aerial application (crop spraying) flight · agricultural flying rules (Part 137)
The NTSB's narrative final · quoted from the NTSB record
Shortly after takeoff during an agricultural application flight, approximately 834 hours since the turbine blades were installed, the engine experienced a loss of power resulting in a forced landing. Unable to dump his chemical load due to cars on a highway, the pilot executed a forced landing in a field resulting in substantial damage to both wings. Examination of the engine revealed that during repair of the compressor turbine disk in 2005, incorrect part number Federal Aviation Administration (FAA) Parts Manufacturer Approval (PMA) turbine blades were installed in all positions of the compressor turbine disk of the accident engine. The engine was approved for return to service. One of the turbine blades failed due to fatigue causing the remaining blades to fracture due to overstress.
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
- Off-field or emergency landing during maneuvering
- Hard landing during landing (flare/touchdown)
The NTSB's findings
- cause Personnel issues › Task performance › Maintenance › Repair › Maintenance personnel
- cause Aircraft › Aircraft power plant › Engine (turbine/turboprop) › Compressor section › Incorrect service/maintenance
Pilot
- Certificate: commercial pilot
- Ratings: single-engine land
- Flight time: 16,305 hours in all; 9,800 in this make and model; 100 in the last 90 days; 40 in the last 30 days
- Last flight review: July 30, 2006
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: ctr
- Injury: minor injuries
The aircraft
- Airframe total time: 14,022 hours
- Last inspection: annual inspection, May 30, 2008
- Seats: 1
- Landing gear: fixed
- Engine: P&W PT6A-34AG (piston); 0 hours total
- Operator: Double R Flight Service INC
The flight
- Departed from: Colquitt GA at 3:30 pm
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 190° at 7 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 90°F (32°C), dew point 70°F (21°C)
- Altimeter: 30.06 inHg
- Observation at 3:53 pm from ABY
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.
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.