Rockwell International S-2R accident near Kahlotus, Washington, May 18, 2011
On May 18, 2011 at about 11:15 pm local time, a Rockwell International S-2R, registered N4996X, was substantially damaged in an accident during takeoff near Kahlotus, Washington (Hille-Kimp Airstrip 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 failure to maintain directional control during takeoff.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 18, 2011 · about 11:15 pm local time
- Place
- Kahlotus, Washington · Hille-Kimp Airstrip · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Rockwell International S-2R · all S-2Rs on the register
- Registration
- N4996X · no longer on the register · serial 2138R
- 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 attempted to take off with a strong crosswind. During the takeoff sequence, the airplane veered off the airstrip onto soft dirt and subsequently nosed over. The pilot reported that there were no preimpact mechanical malfunctions or failures with the airplane that would have precluded normal flight.
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 control on ground during takeoff defining event
- Runway excursion during takeoff
- Nose over/nose down during takeoff
The NTSB's findings
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Directional control › Not attained/maintained
- Environmental issues › Conditions/weather/phenomena › Wind › Crosswind › Contributed to outcome
- cause Personnel issues › Task performance › Use of equip/info › Aircraft control › Pilot
Pilot
- Certificate: commercial pilot
- Ratings: single-engine land
- Flight time: 26,500 hours in all; 22,000 in this make and model
- Last flight review: January 15, 2010
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: ctr
- Injury: no injuries
The aircraft
- Airframe total time: 23,000 hours
- Last inspection: annual inspection, March 1, 2011; 200 hours since
- Maximum gross weight: 8,000 lb
- Seats: 1
- Landing gear: fixed
- Engine: P&W R1340 SERIES (piston); 0 hours total
- Operator: Air-Trac Inc.
The flight
- Departed from: 4WA6 Kahlotus WA
- Destination: 4WA6 Kahlotus WA
- Flight plan: none
- Runway 02, 2,600 ft by 26 ft
Weather at the time
- Light: daylight
- Wind: from 300° at 12 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 72°F (22°C), dew point 34°F (1°C)
- Altimeter: 29.81 inHg
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.
Other NTSB records under N4996X 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.