# NTSB MIA00LA123: Ayres S2R-G10, N4089Q, Leesburg, GA, March 29, 2000 - Type: NTSB accident investigation - Classification: Accident · Minor injuries · Limited investigation · Final report - Date: March 29, 2000, 09:45 local (14:45 UTC) - Place: Leesburg, GA - Coordinates: 31.729682, -84.1706 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=31.7297&lon=-84.1706&mi=10 - Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping) - Highest injury: Minor injuries - Injuries: 1 minor - Status: Completed, report March 2, 2001 - Report: Approved by Office Director - NTSB case key (mKey): 49544 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=MIA00LA123 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/49544/pdf - Page: https://openairdocs.org/ntsb/MIA00LA123 ## Probable cause The failure of the pilot to maintain clearance during a spray pass resulting in the in-flight collision with the raised rows of the field. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - In flight collision with terrain/water, descent - terrain condition - open field - clearance - not maintained, pilot in command (cause) ## Analysis During the second spray pass, the main landing gears and the spray pump contact 6-8 inch raised rows at a 45-degree angle separating the left main landing gear and the spray pump. The pilot applied aft elevator input and cleared trees ahead but while climbing, he noted that the propeller stopped. The airplane then impact in an open field west of the first impact location. A witness reported seeing, 'lots of black smoke' from under the airplane during the climb after the ground contact. The pilot has a SODA due to no vision in his right eye. Examination of the engine at the manufacturer's facility with FAA oversight revealed that the propeller shaft coupler was fractured; no evidence of preimpact failure was noted when the coupler was examined by the NTSB Materials Laboratory. Examination of the engine and engine controls revealed no evidence of preimpact failure or malfunction. Review of the maintenance records revealed that the engine was modified/overhauled and installed in the newly manufactured airplane on August 24, 1999. The airplane had accumulated approximately 29 hours since manufacture at the time of the accident. ## Factual narrative On March 29, 2000, about 1000 eastern standard time, an Ayres S2R-G10, N4089Q, registered to Diversified Lenders, Inc., operated by Dry Branch Farms, Inc., collided with terrain near Leesburg, Georgia. Visual meteorological conditions prevailed at the time and no flight plan was filed for the 14 CFR Part 137 aerial application flight. The airplane was substantially damaged and the airline transport-rated pilot, the sole occupant, sustained minor injuries. The flight originated about 10 minutes earlier. The pilot stated that the flight departed to spray a field near the "ag strip", and on the second or third spray pass, he felt a "very heavy" deceleration. He applied hard aft elevator input after observing trees ahead. The airplane cleared the trees and while climbing, he noted that the propeller stopped. The airplane then crashed into an open field on the other side of the trees. A witness reported that the airplane had made the first pass to the field and while starting the second spray pass, he noted that the "wheels" touched the ground and, "for about 300 feet the plane did not lift...." The airplane then began to climb, during which time, he observed "lots of black smoke" from under the airplane. The airplane cleared the trees then "hit the dirt." According to an FAA inspector who examined the field where the airplane came to rest, the airplane was upright on a magnetic heading of 125 degrees; both main landing gears and the spray pump were separated. The right main landing gear was in the immediate vicinity of the airplane; the left main landing gear and the spray pump were found in a field east of the field where the airplane was located. Approximately 80-foot tall trees separated the fields. Examination of the field where the left main landing gear and spray pump were found revealed damage at a 45-degree angle to the tops of several of the 6-8 inch high raised rows. Three distinct marks associated with both main landing gears and the spray pump were noted. The engine was retained for further examination. Examination of the engine at the manufacturer's facility with FAA oversight revealed rotational scoring of the propeller shaft adjacent to the propeller shaft nut. The propeller shaft coupler was noted to be fractured and damage to the inner and outer spline gear teeth was noted. The NTSB retained the fractured propeller shaft coupler for further examination. Rotational scoring was noted on the first and second stage compressor impellers. Metal spray deposits were noted on all three stages of turbine stator vanes and on the second and third stage turbine rotor blades; the first-stage turbine rotor was not accessed during the examination. Rotational scoring was noted on the blade tips of the second and third-stage turbine rotors. Functional testing of the fuel pump and control assembly and of the fuel flow divider valve was accomplished. The results are an attachment to the engine examination report which is an attachment to this report. Metallurgical examination of the fractured propeller shaft coupler by the NTSB Materials Laboratory revealed ductile dimple features typical of overstress separation. No evidence of fatigue cracking was noted. Review of the maintenance records revealed that the engine was modified/overhauled to its current configuration and installed in the newly manufactured airplane on August 24, 1999. At the time of accident, the engine had accumulated approximately 29 hours since being modified/overhauled. Federal Aviation Administration records indicate that the pilot has had a statement of demonstrated ability (SODA) since May 1967, due to having no vision in his right eye. The airplane minus the retained engine was released to insurance adjuster Harry D. Brooks, of Carson-Brooks, Inc., on May 19, 2000. The retained engine was released to insurance adjuster Tracy Reasoner of AIG Aviation, on August 30, 2000. ## Aircraft - Registration: [N4089Q](https://openairdocs.org/aircraft/N4089Q), registered now, S/N G10-163, built 1999 (OpenAirDocs) - Reported make and model: Ayres S2R-G10 - Registry model: [Ayres S2R-G10](https://openairdocs.org/model/ayres-s2r-g10) (registry code 0970217) (OpenAirDocs) - Registry engine: [AiResearch TPE331 series](https://openairdocs.org/engine/airesearch-tpe331-series) (registry code 01517, turbo-prop) (OpenAirDocs) - Category: Airplane - Serial number: G10-163 - Airframe hours: 29 - Engines: Garrett TPE331-10-511 900 horsepower turbo prop - Damage: Substantial damage - Flight: Aerial application, Part 137 - Operator: Dry Branch Farms, Inc. - Registered owner: Diversified Lenders, Inc. - Airworthiness certificate: Special, Restricted (Special) - Departed: NONE ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 67; commercial, airline transport; airplane ratings: single-engine sea, multi-engine sea, single-engine land, multi-engine land; instrument ratings: airplane; medical: class 2, valid medical--w/ waivers/lim; seat: center; flight hours: 25,000 total, 25 in this make and model, 24,500 as pilot in command, 70 in the last 90 days, 25 in the last 30 days, 8 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: variable at 6 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 68 °F, dew point 55 °F - Altimeter: 29.00 inHg - Observed at: ABY ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 20000329008959A](https://openairdocs.org/incident/20000329008959A), Mar 29, 2000: Ayres S2RG10, Leslie, GA, No damage. (-23) The pilot departed the company private strip and proceeded to the assigned field to begin application. The first swath run was made on a heading of… From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.