Rockwell S2R accident near De Smet, Idaho, June 6, 2016
On June 6, 2016 at about 2:45 pm local time, a 1974 Rockwell S2R, registered N4191X, was substantially damaged in an accident during maneuvering (low-alt flying) near De Smet, Idaho. It was an aerial application (crop spraying) flight under agricultural flying rules (Part 137). 1 person was killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's inadequate visual lookout, which resulted in his failure to maintain clearance from guy wires during an aerial application flight. Contributing to the accident was the pilot's reduced ability to see the guy wires due to sun glare.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 6, 2016 · about 2:45 pm local time
- Place
- De Smet, Idaho · map
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Rockwell S2R, built 1974
- Registration
- N4191X · no longer on the register · serial 1956R
- Damage
- Substantial damage
- Flight
- Aerial application (crop spraying) flight · agricultural flying rules (Part 137)
The NTSB's narrative final · quoted from the NTSB record
During an aerial application flight to apply fungicide to a wheat field, the pilot was flying the airplane from west to east making a spray pass along the south edge of the field, which was bordered by powerlines. About 660 ft. from the west end of the field where the pilot started his spray pass, a set of guy wires originated from the top of one of the utility poles that supported the powerlines, extended about 65 ft. into the field, and ran directly perpendicular to and in line with the airplane's flight path. However, the pilot failed to maintain clearance with the guy wires, and the airplane's outboard right wing impacted the wires. The airplane subsequently veered right and impacted the powerlines, crossed a road that bordered the field on the south, and collided with a stand of trees. The airplane came to rest within the stand of trees about 490 ft. southeast of the initial impact point with the guy wires. Examination of the airframe and engine revealed no evidence of mechanical malfunctions or failures that would have precluded normal operation. Given that the sun was very close to the horizon and would have been almost directly in the pilot's eyes as he attempted to avoid the guy wires, it is likely that sun glare contributed to his difficulty in maintaining clearance from the wires.
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
- Low altitude operation/event during maneuvering (low-alt flying) defining event
- Collision with terrain or object (not controlled flight into terrain) during maneuvering (low-alt flying)
- Collision with terrain or object (not controlled flight into terrain) during uncontrolled descent
The NTSB's findings
- cause Personnel issues › Psychological › Attention/monitoring › Monitoring environment › Pilot
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Altitude › Not attained/maintained
- cause Environmental issues › Physical environment › Object/animal/substance › Tower/antenna (incl guy wires) › Response/compensation
- factor Environmental issues › Conditions/weather/phenomena › Light condition › Glare › Effect on personnel
- factor Environmental issues › Physical environment › Object/animal/substance › Tower/antenna (incl guy wires) › Awareness of condition
Pilot
- Certificate: commercial pilot
- Ratings: single-engine land
- Flight time: 10,109 hours in all; 7,124 in this make and model
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: sngl
- Injury: fatal
The aircraft
- Airframe total time: 10,109 hours
- Last inspection: 100-hour inspection, November 6, 2015; 165 hours since
- Maximum gross weight: 6,000 lb
- Seats: 1
- Landing gear: fixed
- Engine: Allied Signal TPE331-6-252M (turboprop); 10,056 hours total
The flight
- Departed from: NA Tekoa WA at 2:00 pm
- Destination: NA De Smet ID
- Flight plan: none
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 73°F (23°C), dew point 55°F (13°C)
- Altimeter: 29.92 inHg
- Observation at 2:53 pm from PUW, 24 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
10 documents, released by the NTSB on May 10, 2017. 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 | Witness Statements | PDF, 2 pages | View Download |
| 2 | Maps or Charts of Accident Area | PDF, 4 pages | View Download |
| 3 | Meteorology | PDF, 1 page | View Download |
| 4 | Summary of Airplane Examination | PDF, 7 pages | View Download |
| 5 | Sheriff's Report | PDF, 2 pages | View Download |
| 6 | Record of Conversations | PDF, 2 pages | View Download |
| 7 | Statement of Party Representatives to NTSB Investigation | PDF, 1 page | View Download |
| 8 | Release of Aircraft Wreckage, NTSB Form 6120.15 | PDF, 1 page | View Download |
| 9 | Toxicological Report | PDF, 1 page | View Download |
| 10 | Photo Array of Accident Site | PDF, 7 pages | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
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.