Rockwell International S-2R accident near Palouse, Washington, April 17, 2012
On April 17, 2012 at about 11:15 pm local time, a Rockwell International S-2R, registered N4971X, was substantially damaged in an accident during maneuvering (low-alt flying) near Palouse, Washington. 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 fuel planning, which resulted in a total loss of engine power due to fuel exhaustion. Contributing to the accident was the pilot’s distraction and subsequent failure to have the airplane refueled.
Source: NTSB aviation accident database, copy made November 2, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 17, 2012 · about 11:15 pm local time · cases in 2012
- Place
- Palouse, Washington · 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
- N4971X · registry record · serial 5016R
- 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 landed after completing an aerial application to a field, and planned to refuel the airplane while the application tank was reloaded. He said that among other distractions, he was having problems with his global positioning system, and began discussing it with another pilot. The pilot reported that after takeoff, he realized that he did not have the ground crew refuel the airplane. He said that the destination field was close, so he decided to continue rather than return and refuel the airplane. He indicated that the fuel gauges indicated 1/4 capacity at takeoff and were bouncing around 1/8 capacity after he completed two passes. The engine subsequently lost power due to fuel exhaustion, and the pilot landed in a flat field, which was wet and soft. During the landing roll, the airplane nosed over, substantially damaging the vertical stabilizer and rudder. The pilot reported no preimpact mechanical malfunctions or failures with the airplane that would have precluded normal operation.
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
- Fuel exhaustion during maneuvering (low-alt flying) defining event
- Loss of engine power (total) during maneuvering (low-alt flying)
- Off-field or emergency landing during landing (landing roll)
The NTSB's findings
- cause Aircraft › Fluids/misc hardware › Fluids › Fuel › Fluid level other cases naming the fuel system
- factor Personnel issues › Action/decision › Action › Forgotten action/omission › Pilot
- Environmental issues › Physical environment › Terrain › Wet/muddy › Effect on operation
- cause Personnel issues › Task performance › Planning/preparation › Fuel planning › Pilot
- factor Personnel issues › Psychological › Attention/monitoring › Attention › Pilot
Pilot
- Certificate: commercial pilot
- Ratings: single-engine land; single-engine sea
- Flight time: 635 hours in all; 5 in this make and model; 90 in the last 90 days; 66 in the last 30 days; 511 as pilot in command
- Last flight review: February 10, 2011
- Medical certificate: Class 2 (without waivers/limitations)
- Injury: no injuries
The aircraft
- Airframe total time: 9,825 hours
- Last inspection: annual inspection, January 1, 2012
- Maximum gross weight: 9,500 lb
- Seats: 1
- Landing gear: fixed
- Engine: Wright R-1820 SER (piston); 0 hours total
- Operator: Meines Interprises LLC
The flight
- Departed from: Palouse WA at 11:00 pm
- Destination: Palouse WA
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 120° at 5 knots
- Visibility: 10 statute miles
- Sky: a few clouds at 11,000 ft
- Temperature: 54°F (12°C), dew point 32°F (0°C)
- Altimeter: 30.04 inHg
- Observation at 10:53 pm from KPUW
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
1 document, released by the NTSB on May 11, 2012. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
| # | Document | What it is | |
|---|---|---|---|
| 1 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 | PDF, 9 pages | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
Connections how this case links to the rest of the register
- N4971X on the register today · the tail number may have moved to another aircraft since
- Rockwell International S-2 98 registered today · the model family and its accident history
- Rockwell International 657 aircraft on the register
- Engine: Wright R-1820 SER 185 aircraft carry this series today · as the NTSB recorded it
- Accidents and incidents in Washington 2,713 since 1982 · 361 in the last ten years
- Washington 10,664 aircraft registered
The whole map of how records connect · these connections as data: /graph/accident/WPR12CA172.json.
The bigger picture in Aviation Analytics: accidents over time since 1982, by model, by phase of flight and conditions, by place and on the map.
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 does not name anyone involved, its policy at this time. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.