Ayres S2R-T34 accident near Folkston, Georgia, April 5, 2006
On April 5, 2006 at about 10:21 pm local time, a Ayres S2R-T34, registered N3096H, was substantially damaged in an accident near Folkston, Georgia. It was an aerial application (crop spraying) flight under agricultural flying rules (Part 137). 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The total loss of engine power due to the failure of the compressor turbine blades due to high temperature exposure.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 5, 2006 · about 10:21 pm local time
- Place
- Folkston, Georgia · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Ayres S2R-T34
- Registration
- N3096H · registry record · serial T-34-162
- 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 observed black smoke and white sparks from the engine exhaust while climbing between 80 to 100 feet on initial takeoff climb followed by a sudden loss of engine power. The pilot landed straight ahead to none suitable terrain. The landing gear separated and the bottom of the fuselage received structural damage. Examination of the airplane reveled separated turbine blades in the exhaust section of the airplane. The engine was disassembled. The compressor turbine shroud exhibited battering and gouges. The compressor turbine disc blade airfoils were fractured from the root to about three quarters span and exhibited battering and gouging. The disc upstream side blade platforms exhibited circumferential rubbing. The compressor turbine disc was forwarded to the Pratt & Whitney Materials Laboratory for examination under the supervision of Transport Safety Board Canada . The examination revealed the compressor turbine blades failed in overload due to high temperature exposure.
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: airline transport pilot, flight instructor
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instrument: airplane; rotorcraft: glider
- Flight time: 22,034 hours in all; 1,400 in this make and model; 140 in the last 90 days; 50 in the last 30 days; 21,745 as pilot in command
- Last flight review: August 1, 2005
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: frt
- Injury: minor injuries
The aircraft
- Airframe total time: 9,961 hours
- Last inspection: 100-hour inspection, February 1, 2006; 70.5 hours since
- Maximum gross weight: 8,500 lb
- Seats: 1
- Landing gear: fixed
- Engine: Pratt & Whitney PT6A-34 (turboprop); 0 hours total
The flight
- Departed from: 3J6 Folkston GA at 10:20 pm
- Destination: 3J6
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 300° at 6 knots
- Visibility: 10 statute miles
- Sky: a few clouds at 2,500 ft
- Temperature: 77°F (25°C), dew point 36°F (2°C)
- Altimeter: 29.92 inHg
- Observation at 10:56 pm from KJAX, 25 miles away
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.
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.