Rockwell S-2R accident near Hermiston, Oregon, July 21, 2003
On July 21, 2003 at about 5:15 pm local time, a Rockwell S-2R, registered N4250X, was substantially damaged in an accident near Hermiston, Oregon (Hermiston Municipal airport). 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
The pilot's inadequate in-flight decision by failing to refuel, resulting in fuel exhaustion and the loss of power. Rocky terrain was a factor.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 21, 2003 · about 5:15 pm local time
- Place
- Hermiston, Oregon · Hermiston Municipal · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Rockwell S-2R
- Registration
- N4250X · registry record · serial 2030R
- 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 took off for the aerial application flight with an estimated one hour to one hour and twenty minutes of fuel remaining in the fuel tanks. The pilot utilizes a stop watch to keep track of the time to calculate fuel consumption. While returning to the airport for landing, the engine lost power about one mile short of the runway. Unable to reach the runway, the pilot maneuvered for a forced landing to a field. During the landing roll on rough terrain, the aircraft collided with a rock that damaged the main landing gear and spray boom. The wing sustained substantial damage to ribs and the spar. After the accident, the pilot noted that one hour and three minutes had elapsed. During the post-accident inspection of the aircraft, it was noted that the wing fuel tanks were empty of fuel. The header tank contained a small amount of fuel. After wreckage recovery, fuel was supplied to the system. The boost pumps were activated and fuel pressure was noted. The engine was then started and ran for a few minutes with no anomalies noted before it was shut down.
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: single-engine land
- Flight time: 1,310 hours in all; 355 in this make and model; 332 in the last 90 days; 125 in the last 30 days; 1,138 as pilot in command
- Last flight review: December 6, 2002
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: ctr
- Injury: no injuries
The aircraft
- Airframe total time: 11,871 hours
- Last inspection: 100-hour inspection, August 7, 2002; 405 hours since
- Maximum gross weight: 6,000 lb
- Seats: 1
- Landing gear: fixed
- Engine: Pratt & Whitney R1340 (piston); 0 hours total
The flight
- Departed from: HRI Hermiston OR at 4:42 pm
- Flight plan: none
- Runway 4, 4,500 ft by 75 ft
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 73°F (23°C), dew point 59°F (15°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.
Other NTSB records under N4250X 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.