Ayres S2R-G6 accident near Selma, Alabama, June 14, 2006
On June 14, 2006 at about 1:17 am local time, a Ayres S2R-G6, registered N6133T, was substantially damaged in an accident near Selma, Alabama (Skyharbor 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 loss of engine power during the approach to land due to an uncontained turbine failure, which resulted in an in-flight fire.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 14, 2006 · about 1:17 am local time
- Place
- Selma, Alabama · Skyharbor Airport · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Ayres S2R-G6
- Registration
- N6133T · no longer on the register · serial G6-136
- Damage
- Substantial damage
- Flight
- Aerial application (crop spraying) flight · agricultural flying rules (Part 137)
The NTSB's narrative final · quoted from the NTSB record
According to the pilot, he departed an airport to spray 75 acres of beans. However, due to rain showers he was unable to complete the mission, and returned to the airport. When he was on short final to land, during power reduction, "the engine exploded and fire and shrapnel shot through the engine cowlings." Upon landing, he quickly exited the airplane, and ran to his office for help. On scene examination of the airplane by an FAA inspector found the airplane consumed by fire from the propeller aft to the cockpit. Examination of the engine found a large hole in the turbine section with most of the internal turbine components missing. The missing components were not located. Examination of the engine logbooks found that the last hot section inspection was performed on March 17, 2003 at a total time of 3,963.1 hours, and the last annual inspection was performed on February 14, 2006, at a total time of 5,406.3 hours. Time since the last hot section inspection was 1,445.2 hours. The engine total time since new was 7,840.2, hours, and had accumulated 2,280.0 hours since overhaul.
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: commercial pilot
- Ratings: single-engine land; instrument: airplane
- Flight time: 15,600 hours in all; 5,600 in this make and model; 50 in the last 90 days; 15 in the last 30 days
- Last flight review: April 1, 2006
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: frt
- Injury: no injuries
The aircraft
- Airframe total time: 1,637 hours
- Last inspection: annual inspection, February 1, 2006; 200 hours since
- Maximum gross weight: 6,000 lb
- Seats: 1
- Landing gear: fixed
- Engine: Garrett TPE331-6-252M (turboprop); 0 hours total
- Fire on the ground
The flight
- Departed from: S63 Selma AL at 1:17 am
- Destination: S63 Selma AL
- Flight plan: none
- Runway 24, 2,500 ft by 170 ft
Weather at the time
- Light: daylight
- Wind: from 350° at 6 knots
- Visibility: 10 statute miles
- Sky: a few clouds at 6,500 ft
- Temperature: 81°F (27°C), dew point 70°F (21°C)
- Altimeter: 29.84 inHg
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.